Training Manual A 319/320/321: ATA 71-80 Engine IAE V2500 ATA 30-20 Intake Ice Protection

Training Manual A 319/320/321 ATA 71-80 Engine IAE V2500 ATA 30-20 Intake Ice Protection Level 2
Book No:
A319/20/21 71-80 IAE L2
Lufthansa Technical Training GmbH Lufthansa Base
Issue: October 99 For Training Purposes Only Lufthansa 1995
For training purposes and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any form without permission of:
Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 69 / 696 41 78 Fax +49 69 / 696 63 84 Lufthansa Base Hamburg Weg beim Jger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . .
71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1 2 3 4 6
ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . .
78-32 TRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . T/R COWLING ( C-DUCT ) OPENING / CLOSING . . . . THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . C - DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . C - DUCT HOLD OPEN STRUTS . . . . . . . . . . . . . . . . . . . .
40
40 40 42 44 46 48 50
71-00
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . .

73-20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROL P/BS AND SWITCHES . . . . . . . . . .
8
8 8 10
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . NO.4 BEARING SCAVENGE VALVE INDICATING . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . MASTER CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
52
52 52 54 54 54 56 56 56 56 56 58 58 60 62 64 66
ATA 77
77-00
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOE INSPECTION OF THE HP COMP. . . . . . . BORESCOPE INSPECTION OF THE HP COMP. . . . . . . NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . .
14
14 14 20 22 24 28 28 30 32 34 34 34 36 38
72-00
71-10
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . .

73-00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
68 68
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TABLE OF CONTENTS
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . 73-30 71-70 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 70 70 72 72 74 76 73-20 FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . 110 110 112 112 116 118 120
ATA 77
77-00 77-10
INDICATING . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . . ANALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
78
78 78 80 80 82 84 86 86 88 88 90 90 90 92 92 94 96 98 100 102 104 108
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 122

THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . 73-25 ENGINE INTERFACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . 122 122 124 126 126 126 128 130 130 132 134 136
77-20 77-10 77-10
77-30
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 138

75-00 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 138
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . 140 140 140
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IGNITION SYTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . 142 144 146 FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . . 184
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 186

30-20 ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . ANTI-ICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . . 186 186 186 188 190 190
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

80-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANKING-DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 148 150 152 154 156 158 160 162 162 164
ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

78-00 REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOY / STOW . . . . . THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . . 166 166 168 170 170 172 174 174 176 178 180 182
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TABLE OF FIGURES
Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . Engine Control P / Bs and Switches . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . Engine Components Location (L/H side) . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . . . . . Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . C Duct opening/closing . . . . . . . . . . . . . . . . . . . . . . . . . . C Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magntic Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 7 9 11 12 13 15 17 19 21 23 25 26 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 Figure 69 Figure 70 Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . EPR Indication - Upper ECAM Display Unit . . . . . . . . P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N 1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . Fan Speed & Trim Balance Sensor,N1 Terminal Block . Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frequency Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reconfig. of the Accelerometer . . . . . . . . . . . . . . . . . . . . FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . . Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 106 107 109 111 113 114 115 117 119 121 123 125 127 129 131 133 135 Page: iv
TABLE OF FIGURES
Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 Figure 76 Figure 77 Figure 78 Figure 79 Figure 80 Figure 81 Figure 82 Figure 83 Figure 84 Figure 85 Figure 86 Figure 87 Figure 88 Figure 89 Figure 90 Figure 91 Figure 92 Figure 93 Figure 94 Figure 95 Figure 96 Figure 97 Figure 98 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition System Components . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . . . Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . Starting Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . . T/R Independent Locking System (**On A/C 116-199) Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . . T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (FAULT DETECTED) . . . . . . . . . . . . . . FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . . Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti-Ice Duct and Valve . . . . . . . . . . . . . . . . . . . . 137 139 141 143 145 147 149 151 153 155 157 159 161 163 165 167 169 171 173 175 177 179 181 183 185 187 189 191
Page: v
Lufthansa Technical Training
POWER PLANT INTRODUCTION
A319/A320/A321
IAE V2530-A5
71-00
ATA 71
71-00
POWER PLANT
INTRODUCTION
It is produced by International Aero Engines ( IAE ) corporation. This corporation consits of the following companys: JAEC ( Japanese Aero Engines Corporation ) Rolls Royce Pratt & Whittney MTU ( Motoren & Turbinen Union ) Fiat Avio
JAEC
RR
P&W
MTU
FIAT
For Training Purposes Only
IAE
( INTERNATIONAL AERO ENGINES )
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Page: 1
A319/A320/A321
IAE V2530-A5
71-00 ENGINE MARK NUMBERS

For easy identification of the present and all future variants of the V2500, International Aero Engines has introduced a new engine designation system. - All engines will retain V2500 as their generic name. - The first three characters of the full designation are V25, identifying each engine as a V2500. The next two figures indicate the engines rated sea - level takeoff thrust. The following letter shows the aircraft manufacturer. The last figure represents the mechanical standard of the engine. This system will provide a clear designation of a particular engine as well as a simple way of grouping by name, engines with similar characteristics. The designation V2500 - D collectively describes, irrespective of thrust, all engines for McDonnell Douglas applications and V2500 - A all engines for Airbus Industrie. Similarly, V2500 - 5 describes all engines built to the -5 mechanical standard, irrespective of airframe application. For example : The V2500 - A1 engine is used on A320 and has only a 3 stage booster.
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POWER PLANT INTRODUCTION ENGINE MARK NUMBERS
A319/A320/A321
IAE V2530-A5
71-00
V2530-A5
Generic to all V2500 engines Mechanical Standarts of engine Takeoff thrust in thousands of pounds Airframe manufacturer -A for Airbus Industrie -D for McDonnell Douglas
MARK NUMBER V2500 - A1 V2530 - A5

TAKEOFF THRUST (LB) 25.000 30.000 25.000 26.500 28.000 25.000 22.000
AIRCRAFT A320 - 200 A321 - 100 A320 - 200 A320 - 200 MD - 90 - 40 MD - 90 - 30 MD - 90 - 10
V2525 - A5 V2527 - A5 V2528 - D5 V2525 - D5 V2522 - D5
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POWER PLANT INTRODUCTION INTRODUCTION

The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan engine. 80% of the thrust is produced by the fan. 20% of thrust is produced by the engine core. Its compression system features a single stage fan, a four stage booster, and a ten stage high pressure compressor. The LP compressor is driven by a fivestage low pressure turbine and the HP compressor by a two stage HP turbine. The HP turbine also drives a gearbox which, in turn, drives the engine and aircraft mounted accessories. The two shafts are supported by five main bearings. The V2500 incorporates a full authority digital Electronic Engine Control ( EEC ). The control system governs all engine functions, including power management. Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated thrust reverser. IAE V2530-A5 DATA Fan tip diameter : Bare engine length : Weight : Take - off thrust : Bypass ratio : Overall Pressure Ratio : Mass Flow lbs/s : N1 : N2 : EGT ( Takeoff ) EGT ( Starting ) EGT ( Max Continous/Climb )
A319/A320/A321
IAE V2530-A5
71-00
63.5 in ( 161 cm ) 126 in ( 320 cm ) 4942 lbs ( 2242 KG ) 30,000 lb, flat rated to +30 deg. C 5.44 : 1 31.9 :1 856 lbs 100% ( 5650 RPM ) 100% ( 14950 RPM ) 650 deg. C 635 deg. C 610 deg.C
The IAE V2530-A5 engine is flat rated. The rated thrust can be obtained for a limited time up to an ambient temperature of 30_C otherwise engine operating limits can be exceeded. To have a constant thrust at variable ambient conditions the engine RPM has to be adjusted ( regulated ) to compensate the variying air density. The Thrust parameter is EPR.In case this parameter is not available the N1 is used as the Thrust parameter. For Training Purposes Only
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Page: 4
A319/A320/A321
IAE V2530-A5
71-00
Figure 1
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V2500 Propulsion Unit

Page: 5
ENGINE HAZARD AREAS
A319/A320/A321
IAE V2530-A5
71-00
71-00
ENGINE HAZARD AREAS
FRA US/T Kh
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Page: 6
ENGINE HAZARD AREAS
A319/A320/A321
IAE V2530-A5
71-00
INLET SUCTION DANGER AREA
EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER
EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS
ENTRY CORRIDOR
Figure 2
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Engine Hazard Areas

Page: 7
ENGINE FUEL AND CONTROL FADEC GENERAL
A319/A320/A321
IAE V2530 A5
73-20
ATA 73
73-20
ENGINE FUEL AND CONTROL

FADEC PRESENTATION
FADEC GENERAL FADEC = Full Authority Digital Engine Control.

GENERAL The Full Authority Digital Electronic Control ( FADEC ) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems. The FADEC system consists of : A dual - channel FADEC unit ( EEC ) Fuel Metering Unit; Dedicated Permanent Magnetic Alternator ; Actuation systems for stator vanes, engine bleeds, Active Clearance Control, 10th stage cooling air, engine and IDG heat management control ; sensors; electrical harness ; start system components and reverser system components. The Electronic Engine Control ( EEC ) is a vibration - isolated, air - cooled unit mounted on the engine fan case. Its vibration isolation and cooling systems are specifically designed to provide a protected and controlled internal environment that is completely compatible with the electronic components. NOTE : There are no adjustments possible on the FADEC system ( e.g. Idle, Part Power etc. ) For Training Purposes Only
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A319/A320/A321
IAE V2530 A5
73-20
FMV FEEDBACK
T2,5
P4.9
IDG (EGT) P2/T2 HEATER
THRUST LEVER
ANALOG & DISCRETE SIGNALS
IGN B IGN A
A
TRUST CONTROL UNIT
Ignition Boxes
Thrust Reverser
POWER
IAE V2500
FRA US/T bu
RESOLVER
7th 7th 7th IGNITORS 10th
HDL BLEED VLVs
HPT COOL. VLV
Hydraulic Press
FUEL PRESS & COMMAND SIGNAL FUEL METERING UNIT (FMU)
FUEL FLOW
TO BURNERS
( CH: A & B )
EEC
FEEDBACK COMMAND COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FEEDBACK FUEL DIVERTER & RETURN VALVE T/R REVERSER Stow / Deploy Feedback
SOLENOID CONTROL VALVES
HCU
Return Fuel to Aircraft Tank
FOR ENGINE TREND MONITORING
P2,5
F FLOW
P12,5
T/R REVERSER Stow / Deploy Command
Figure 3
September 99
FADEC Presentation IAE V2500

Page: 9
A319/A320/A321
IAE V2530 A5
73-20 ENGINE CONTROL P/BS AND SWITCHES

Engine Mode Selector Position CRANK : - selects FADEC power. - allows dry and wet motoring ( ignition is not availiable ). Position IGNITION / START : - selects FADEC power - allows engine starting (manual and auto). Position NORM : - FADEC power selected OFF ( Engine not running ) FADEC GND PWR P/B Position ON : - selects FADEC power
N1 MODE P/B Position ON : - switches EEC from EPR Mode to N1 Mode
Engine Master Lever Position OFF : - closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position ON : - starts the engine in automatic mode ( when the mode selector is in IGNITION / START ). - selects fuel and ignition on during manual start procedure.
Manual Start P/B - controls the start valve (when the mode selector is in IGNITION / START or CRANK position ).
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A319/A320/A321
IAE V2530 A5
73-20 A CENTRAL PEDESTAL 115VU
NORM
MAINTENANCE PANEL 50VU
OVERHEAD PANEL 22VU
Figure 4
Engine Control P / Bs and Switches

Page: 11
A319/A320/A321
IAE V2530 A5
73-20
49VU
2450000HMQ0
Figure 5
Engine Circuit Breakers

Page: 12
A319/A320/A321
IAE V2530 A5
73-20
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 6

Page: 13
ENGINE INDICATING ECAM
A319/A320/A321
IAE V2530-A5
77-00
ATA 77
77-00
INDICATING
ENGINE INDICATING PRESENTATION
INDICATION GENERAL
Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E / WD ) : - Engine Pressure Ratio ( EPR ) - Exhaust Gas Temperature ( EGT ) - N1 ( low rotor speed ) - N2 ( high rotor speed ) - FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. - OIL temperature For further info see ATA 79 - Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START PAGE ) - In case of high nacelle temperature a indication is provided below the engine oil temp. indication. - Engine Vibration - of N1 and N2 - As warnings by system problems only : - OIL FILTER COLG - Fuel FILTER CLOG - No. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page
Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault : - Total FUEL USED For further info see ATA 73 - OIL quantity For further info see ATA 79 - OIL pressure For further info see ATA 79 FRA US/T bu September 99 Page: 14
ENGINE INDICATING ECAM
A319/A320/A321
IAE V2530-A5
77-00
FF KG / H FOB: 19.125
NAC temp. indication : 320

nac c
320
Figure 7
Engine ECAM Indications

Page: 15

A IGN B PSI 35 35 PSI
ONLY ON ENGINE START PAGE
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
STAGE NUMBERING V2530-A5

STAGES :
1 1 2 3 4 1 2 3 4 5 6 7 8 9 10
COMPONENT :
STAGE NUMBER :
1 1,5 2 2,3 2.5 3 4 5 6 7 8 9 10 11 12
NOTES :
ACOC,ACC,ACAC
FAN LOW PRESSURE COMPRESSOR ( BOOSTER )
B.S.B.V. VSV ( & IGV ) VSV VSV VSV CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling CUST. BLEED Hdlg. Bleed, Buffer Air, 1. HPT & NGV, Muscl Air 20 Fuel Nozzles, 2 Ignitor Plugs
HIGH PRESSURE COMPRESSOR
COMBUSTION CHAMBER
1 2
HIGH PRESSURE TURBINE
1 2
ACTIVE CLEARANCE CONTROL
1 2 3 4 5
LOW PRESSURE TURBINE COMMON NOZZLE
3 4 5 6 7
ACTIVE CLEARANCE CONTROL
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Page: 16
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
V2500-A1
V2500-A5
Figure 8
Stage Numbering
Page: 17
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ENGINE STATIONS V2500

AERODYNAMIC STATION :
0 1 2 12.5 2.5 3 4 4.5 4.9 5
STATION LOCATION :
AMBIENT INTAKE / ENGINE INLET INTERFACE FAN INLET FAN EXIT L.P. COMPRESSOR ( BOOSTER EXIT ) H.P. COMPRESSOR COMBUSTION SECTION EXIT H.P. TURBINE EXIT L.P. TURBINE EXIT EXHAUST
STATION USED FOR:

P0 ( ambient )
Press P2 for EPR & Temp T2 Press for Monitoring 12.5 Temp T2.5 or (CIT) & Press P2.5 for Monitoring Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb )
Temp T4.9 for EGT & Press P4.9 for EPR also called P 5
Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring. The manufacture uses numerical station designations.The station numbers are used as subscripts when designating different temperatures and pressures,throughout the engine.
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Page: 18
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 9
Engine Stations
Page: 19
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 MODULE 31 ( FAN MODULE )

Module 31 is the complete Fan assembly and comprises : - 22 wide-cord ,titanium shroudless hollow fan blades - 22 annulus fillers - the titanium fan disc - the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. Axial retention is provided by the front and rear blade retaining rings. Blade removal / replacement is achieved by removing the front blade retaining ring and sliding the blade along the dovetail slot in the disc. The fan inner annulus is formed by 22 annulus fillers. Nose Cone The class-fibre cone smoothes the airflow into the fan.It is secured to the front blade retaining ring by 18 bolts. The nose cone is balanced during manufacture by applying weights to its inside surface.The nose cone is unheated.Ice protection is provided by a soft rubber cone tip. The nose cone retaining bolt flange is faired by a titanium fairing which is secured by 6 bolts. Annulus Fillers The blades do not have integral platforms to form the gas-path inner annulus boundary. This function is fulfilled by annulus fillers which are located between neighbouring pairs of blades. The material of the fillers is aluminium. Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at the front. The rear trunnion is inserted in a hole in the rear blade retaining ring. The front pins are inserted in holes in the front blade retaining ring. The fillers are radially located by the front and rear blade retaining rings. Each filler is secured to the front blade retaining ring by a bolt. In order to minimize the leakage of air between the fillers and the aerofoils, there is a rubber seal bonded to each side of each filler. Fan Disc The fan disk is driven through a curvic coupling which attaches it to the LP stub shaft. The curvic coupling radially locates and drives the fan disk. During manufacture of the fan disk, it is dynamically balanced by removal of metal from a land on the disk.
Note : Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of the weights must be marked before removal to ensure they are refitted in the same position.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Showing Crossection of Fan Disc
Slot Numbering
Rubber
Rubber
SOFT RUBBER CONE TIP
Figure 10
LP Compressor ( Fan )
Page: 21
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 INLET CONE REMOVAL

A special tool is used to remove the Inlet Cone to prevent it from damage as shown below. NOTE : The Inlet Cone is made from glassfiber.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 11
Inlet Cone Removal

Page: 23
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 FAN BLADE REMOVAL / INSTALLATION

Removal The Nose cone is secured to the front blade retaining ring by 18 bolts. Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of these weights must be marked before removal to ensure they are refitted to the same position. The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A second ( outer ) ring of bolts passes through the retaining ring and screws into each of the 22 annulus fillers. Both rings of bolts must be removed before attempting to remove the front retaining ring. After all the securing bolts ( 22 + 36 ) have been removed the retaining ring can be removed by srewing pusher bolts into the 6 threaded holes provided for this purpose. Balance weights, if required are located on the retaining ring. The fan blades and annulus filler positions are not identified.For this reason it is important to identify the blade and annulus filler position, relative to the numbered slots in the fan disc, before disassembly. Remove the annulus fillers on either side of the blade to be removed. The annulus fillers can be removed as follows : - lift the front end of the annulus filler 3 to 4 inches. - twist the annulus filler through about 60 deg counter - clockwise - draw the annulus filler forward to clear the blades The blade to be removed can then be pulled forward to clear the dovetail slot in the fan disc. Installation After the new blade and the annulus fillers are fitted, The front blade retaining ring can be fitted. The front blade retaining ring can only be fitted in one position which is determined by tree off - set locating dowells on the fan disc. When the retaining ring is fitted to the fan disc the lettet T, etched on the retaining ring, identifies No 1 fan blade position.
NOTE : Fan blade Inspection / repair are described in the AMM 72-31-11 Page block 800.
NOTE : The moment weight of the fan blade is written on the the root surface
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Page: 24
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
MOMENT WEIGHT
Figure 12
Fan Blade Removal / Installation

Page: 25
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 13
Engine Components Location (L/H side)

Page: 26
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 14
Engine Components Location (R/H side)

Page: 27
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
72-00
GENERAL
BORESCOPING
Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.
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ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
Figure 15
Manual Handcranking
Page: 29
ENGINE BORESCOPING BORESCOOE INSPECTION OF THE HP COMP.

Borescope ports are provided to give acess for visual inspection of the compressor and the turbine . For furter information and limits refer to AMM 72-00-00.
A319/A320/A321
IAE V2530-A5
72-00
Inspection/Check Procedure - Install the tool to turn the HP system. - Prepare the borescope equipment for use as given in the makers instructions. - Carefully put the borescope probe into the access port of the stage of the compressor you want to examine . Note: Use an 8mm probe for portsX,A,B and a 5.5mm probe for ports C,D,E,F & G and a flexible borescope for inspection of the heatshield assemblies. - Whilst turning the HP system, examine each blade in turn for: - Nicks & Tears - Cracks - Dents - Tip damage & discolouration Note: Blade numbers & dimensions are shown for each stage. - Examples of blade damage limits are in AMM 72-00-00 - On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page. - Remove the tool used to turn the HP system & return the engine to normal.
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Page: 30
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
NOTE: Port B is available at both sides of the engine The left hand side is better accessible
V2530-A5
V2500-A1
V2530-A5
STAGE OF COMPRESSOR TO BE EXAMIND 3 to 4 3 to 4 7 to 8 8 to 9 9 to 10 11 to 12
ACCESS PORT TO BE USED A B D E F G
Figure 16
HP Compressor Borescope Access

Page: 31
ENGINE BORESCOPING BORESCOPE INSPECTION OF THE HP COMP.

Borescope Access Note 1: IAE recommends that only the stage 3 & 12 HP compressor blades are examined with the engine on-wing. Note 2: Access port D should not be used on engines that are pre SBE72-0033 as damage can be caused to the borescope equipment. - Remove the required borescope access part covers X,A,B,C,D,E,F,G, by removing the attaching bolts. The diagram below shows which stage are accessed through each port. - Remove the old jointing compound from around the access ports and access port covers using a non-metallic scraper and a lint free cloth made moist with cleaning fluid. - Prior to installation of the borescope access port covers it Is necessary to apply jointing compound. The procedure to be taken is: Access ports X, A, B & C - Apply a thin layer of jointing compound to the mating faces using a stiff bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port. - Wait 10 minutes, install access port cover & attach with bolts. Torque load to between 85 - 105 lbf in. - Re-torque again to same figures after 2 minutes then remove excess jointing compound. Access ports D,E,F & G. - Do not require jointing compound.
A319/A320/A321
IAE V2530-A5
72-00
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Page: 32
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
STAGE OF COMPRESSOR TO BE EXAMIND VIGV TO 3 -LE 3 to 4 5 to 6
ACCESS PORT TO BE USED X B C
Figure 17
HP Compressor Borescope Access

Page: 33
POWER PLANT COWLINGS
A319/A320/A321
V2530-A5
71-10
71-10
NACELLE ACCESS DOORS & OPENINGS
NACELLE GENERAL
The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are: - the air inlet cowl - the fan cowls (left and right hand) - The C ducts which incorporate the hydraulically operated thrust reverser unit. - the Combined Nozzle Assembly (CNA)
ACCESS DOORS & OPENINGS

Access to units mounted on the low pressure compressor (fan) case and external gearbox is gained by opening the hinged fan cowls. Access to the core engine ,and the units mounted on it ,is gained by opening the hinged C ducts. Pressure relief Doors: Two access doors also operate as pressure relief doors.They are installed on each nacelle. - The air starter valve and pressure relief door in the right fan cowl - and the oil fill and sight glass pressure relief door in the left fan cowl. For Training Purposes Only The two pressure relief doors protect the core compartment against a differential overpressure of 0.2 bar (2.9007 psi) and more. Spring-loaded latches hold the doors in place. If overpressure causes one or the two doors in a nacelle to open during flight, they will not latch close again automatically. The door (doors) will be found open during ground inspections.
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Page: Page: 34
A319/A320/A321
V2530-A5
71-10
RIGHT SIDE
STRAKE
ACAC OUTLET STRAKE
LEFT SIDE
ACAC OUTLET
Figure 18
Nacelle Access Doors

Page: Page: 35
POWER PLANT COWLINGS FAN COWLS OPENING / CLOSING

The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge of the C ducts.When in the open position the fan cowls are supported by two telescopic hold - open struts,using support points provided on the fan case (rear) and inlet cowl (front). Storage brackets are provided to securely locate the struts when they are not in use.
A319/A320/A321
V2530-A5
71-10
Be careful when opening the doors in winds of more than 26 knots (30mph)
Warning
The fan cowl doors must not be opened in winds of more than 52 knots (60mph)
Warning
The fan cowl hold open struts must be in the extended position and both struts must always be used to hold the doors open.
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Page: Page: 36
A319/A320/A321
V2530-A5
71-10
DETAIL AT 4 POSITIONS
Figure 19
Fan Cowls Opening / Closing

Page: Page: 37
Power Plant General
A319/A320/A321
V2530-A5
71-10 FAN COWL LATCH ADJUSTMENT

The mismatch between the two cowl doors can be adjusted by fitting / removing shims,as shown below. Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper as shown below.
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Page: Page: 38
Power Plant General
A319/A320/A321
V2530-A5
71-10
Figure 20
Fan Cowl Latch Adjustment

Page: Page: 39
ENGINE EXHAUST THRUST REVERSER COWLS
A319/A320/A321
V2530-A5
78-32
ATA 78
78-32
EXHAUST
THRUST REVERSER COWL DOORS
T/R COWLING ( C-DUCT ) OPENING / CLOSING
Caution Before opening:
1. 2. 3. 4.
Wing slats must be retracted and deactivated. All 6 latches & take - up devices must be released. If reverser is deployed, pylon fairing must be removed. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU ) FADEC power OFF Put Warning Notices in the Cockpit
5. 6.
FRA US/T bu
September 99
Page: 40
A319/A320/A321
V2530-A5
78-32
PYLON FAIRING With deployed reverser the fairing must be removed !
REVERSER CASCADES
Figure 21
C-Duct Opening/Closing
Page: 41
ENGINE EXHAUST THRUST REVERSER COWLS THRUST REVERSER HALF LATCHES

6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located : - 1 Front latch ( access through the left fan cowl ) - 3 Bifurcation latches ( access through a panel under the C-Duct halves ) - 2 latches on the reverser translating sleeve ( Double Latch )
A319/A320/A321
V2530-A5
78-32
FRA US/T bu
September 99
Page: 42
A319/A320/A321
V2530-A5
78-32
Figure 22
Thrust Reverser Half Latches

Page: 43
ENGINE EXHAUST THRUST REVERSER COWLS LATCH ACCESS PANEL & TAKE UP DEVICE
An access panel ,as shown below , is provided to gain access to the three BIFURCATION C duct latches and the C duct take up device (also called, Auxiliary Latch Assembly ). The take up device is a turnbuckle arrangement which is used to draw the two C ducts together.This is necessary to compress the C duct seals far enough to enable the latch hooks to engage with the latch keepers. The take up device is used both when closing and opening the C ducts. The take up device must be disengaged and returned to its stowage bracket,inside the L/H C duct,when not in use. NOTE: Red Open Flags ,installed on the C-Duct indicate that the Bifurcation latches are open.
A319/A320/A321
V2530-A5
78-32
FRA US/T bu
September 99
Page: 44
A319/A320/A321
V2530-A5
78-32
DETAIL VIEW of a typical Latch - Open Indicator on the Bifurcation Latch.
Open-Indicator ( 3 installed )
Figure 23
Latch Panel & Take Up Device

Page: 45
ENGINE EXHAUST THRUST REVERSER COWLS FRONT LATCH AND OPEN INDICATOR
Access to the front latch is gained through the left hand fan cowl. The latch is equipped with a red open indicator. The open -indicator gets in view through a gap in the cowling ( also when the thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl.
A319/A320/A321
V2530-A5
78-32
Caution:
Make sure that you position the front latch correctly against the front latch open indicator while you pull the thrust reverser halves together with the auxiliary latch assembly.(take up device) If you do not do this ,the front latch can get caught between the thrust reverser halves and the auxiliary latch assembly and the hook can get damaged.
FRA US/T bu
September 99
Page: 46
A319/A320/A321
V2530-A5
78-32
SPRING For Training Purposes Only
FRONT LATCH OPEN INDICATOR RED FRONT LATCH OPEN INDICATOR
FRONT LATCH
Figure 24
Front Latch with Open Indicator

Page: 47
ENGINE EXHAUST THRUST REVERSER COWLS C - DUCT OPENING / CLOSING SYSTEM

On each C duct a single acting hydraulic actuator is provided for opening. A hydraulic hand pump must be connected to a self sealing /quick release hydraulic connection for opening. Note: The hydraulic fluid used in the system is engine lubricating oil.
A319/A320/A321
V2530-A5
78-32
FRA US/T bu
September 99
Page: 48
A319/A320/A321
V2530-A5
78-32
Figure 25
C Duct opening/closing
Page: 49
ENGINE EXHAUST THRUST REVERSER COWLS C - DUCT HOLD OPEN STRUTS

Two hold open struts are provided on each C - duct to support the C - ducts in the open position. The struts engage with anchorage points located on the engine as shown below. When,not in use the struts are located in stowage brackets provided inside the C - duct The front strut is a fixed length strut. The rear strut is a telescopic strut and must be extended before use. The arrangement for the L.H. C duct is shown below, the R.H. C duct is similar.
A319/A320/A321
V2530-A5
78-32
Warning
Both struts must always be used to support the C ducts in the open position. The C ducts weigh approx 578 lbs each. Serious injury to personnel working under the C ducts can occur if the C duct is suddenly released.
FRA US/T bu
September 99
Page: 50
A319/A320/A321
V2530-A5
78-32
Figure 26
C Duct Hold Open Struts

Page: 51
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
ATA 79
OIL
OIL SYSTEM
OIL SYSTEM PRESENTATION
System Description The lubrication system is self-contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quick-connect a pressurized oil line and a drain line. It is a hot tank system that is not pressure regulated. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter. A coarse cleanable filter is employed. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler ,which are part of the Heat Management System (HMS) ,which ensures that engine oil,IDG oil and fuel temperatures are maintained at acceptable levels, to the bearings.Except for the No 3 bearing damper and the No.4 bearing compartment,the pressure supplied to each location is controlled by a restrictor.There is a last chance strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil. The savenge oil is then piped,either directly or through the de-oiler to the 5 stage scavenge pumps.There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. A differential pressure warning switch.set at 12 psi gives cockpit indication of impending scavenge filter bypass. The oil pressure is measured as a differential between the main supply line pressure, upstream of any restrictors, and the pressure in the No.4 bearing compartment scavenge line, upstream of the two position scavenge valve. A low pressure warning switch, which is set for 60 psi, is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping points as the oil pressure sensor.This allows for cockpit monitoring of low oil pressure.The engine oil temperature is measured in the combined scavenge line to the oil tank.
The No.4 bearing two position scavenge valve is operated pnuematically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting.At engine idle power, thevalve opens to provide the maximum area for scavenge flow. At higher power, the valve closes to a reduced area which provides,adequate pressure in the No.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. The scavenge valve pressure transducer senses the pressure present in the scavenge line upstream of the scavenge valve and supplies a signal to the EIU. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. Lubrication System Components The lubrication system consits of four subsystems: - the lubrication supply system - the lubrication scavenge system - the oil seal pressurization system - the sump venting system. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications. - engine oil pressure - engine oil temperature - MINIMUM STARTING: - 400 C - MIN.PRIOR EXCEEDING IDLE : -100C - MIN. PRIOR TAKE OFF: 500C - MAX CONTINIOUS: 1550C - MAX TRANSIENT: 1650C - oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions: - low oil pressure - RED LINE LIMIT: 60 PSI - AMBER LINE LIMIT: 80 PSI - scavenge filter clogged. - No. 4 compartment scavenge valve inoperative. Page: Page: 52
FRA US/T bu
September99
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
OIL TEMPERATURE SENSOR( HMS ) BYPASS VLV S ACOC
FUEL IN
OIL TANK PRESSURIZATION VLV
FAN AIR FCOC ENG OIL
SCAVENGE FILTER P SWITCH ( 12 PSI , ECAM MESS: OIL FILTER CLOG )
RESTRICTOR
NO.5 BEARING FUEL FILTER OUT NO 1, 2 & 3 BEARINGS
OIL TANK FILLER CAP
NO. 4 BEARING
OIL QTY XMTR ANTI-DRAIN VLV
BUFFER AIR ( 12TH )
FLOW TIMING VLV COLD START PRESS RELIEF VLV ( 450 PSI )
CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI P ) MASTER CHIP DETECTOR
NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH OIL TEMPERATURE SENSOR
SCAVENGE FILTER NO 4 BEARING COMPARTMENT 2 POSITION SCAVENGE VLV
SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR LOW OIL PRESS. WARNING SWITCH ( 60 PSI ) OIL PRESS. XMTR
Figure 27
FRA US/T bu September99
Oil System Schematic

Page: Page: 53
OIL SYSTEM INDICATING
A319/A320/A321
IAE V2530-A5
79-30
79-30
GENERAL
OIL INDICATING SYSTEM

ECAM OIL INDICATIONS
1.- Oil quantity indication flashes green (Advisory): - when QTY <4quarts.
The oil system monitoring is performed by: - indications: - oil quantity (quarts) - oil temperature (degree celsius) - oil pressure (psi) - audio and visual warnings: - oil low pressure (LO PRESS) - oil filter clogging (OIL FILTER CLOG)
2.- Oil pressure indication color turns red (Warning) : - when press <60PSI.
3.- Oiltemperature indication flashes green (Advisory) : - when TEMP >156 deg.C - turns amber when oil TEMP < 10 deg C or > 165 deg C. Oil HI TEMP is displayed : - when oil TEMP >165 deg C or 156 deg C more than 15 min.
4.- Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged.
FRA US/T Bu
September99
Page: 54
A319/A320/A321
IAE V2530-A5
79-30
1 2 3
Figure 28
FRA US/T Bu September99
ECAM Oil Indication

Page: 55
OIL SYSTEM INDICATING OIL QUANTITY INDICATING

The analog signal from the oil quantity transmitter is sent to: - the SDAC1 - the SDAC2 - the EIU which transforms the analog signal into a digital signal. The DMCs process the information received as a priority order from the EIUs through FWC 1 and 2, SDAC1, SDAC2. The oil quantity displayed in green on the ECAM display unit is graduated from: - 0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts) - 0 to 99.9 in digital form.
A319/A320/A321
IAE V2530-A5
79-30 LOW OIL PRESSURE SWITCH

The low oil pressure information is send to different aircraft systems. Low Oil Pressure switching: - To Steering (ATA 32-51) - To Door Warning (ATA 52-73) - To FWC (ATA 31-52) - To FAC (ATA 22 ) - To FMGC (ATA 22-65) - To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU: - To CIDS (ATA 23-73) - To DFDRS INTCOM Monitoring (ATA 31-33 ) - To CVR Power Supply (ATA 23-71) - To WHC (ATA 30-42) - To PHC (ATA 30-31) - To FCDC (ATA 27-95) - To Blue Main Hydraulic PWR (ATA 29-12) - To Rain RPLNT ( ATA 30-45 )
OIL TEMPERATURE INDICATION

The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU.The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The ECAM oil temperature indication scale is graduated from 0 deg.C to 999 deg.C .
OIL PRESSURE INDICATION

The analog signal from the oil pressure transmitter is transmitted to the SDAC 1,SDAC2 and the EIU .The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The order of priority has been defined as follows: SDAC 1 SDAC 2 EIU. The oil pressure indication scale is graduated from 0 - 400 PSI .
SCAV. FILT. DIFF. PRESSURE WARNING

The Scavenge filter diff.pressure warning is send to the SDAC 1,2 and then to ECAM. A message will be displayed on the E/WD.
FRA US/T Bu
September99
Page: 56
A319/A320/A321
IAE V2530-A5
79-30
Figure 29
FRA US/T Bu September99
Basic Schematic
Page: 57
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00 NO4 BEAR. SCAV. VALVE DESCRIPTION

Operation There are two basic operating positions, low power and high power. In the low-power position, where the compressor 10th stage pressure (P10) is less than 150 PSI, the valve is held spring loaded in the fully open position. The bearing compartment scavenge flow passes through the valve, restricted only by the porting in the valve seat. As the engine power increases, the P10 pressure rises. When this pressure exceeds 150 psi, the valve moves away from the max flow stop. This is due to the pressure acting on the differential areas of the valve and overcoming the spring load. The valve moves towards the min flow or high power setting. As the valve moves towards the peripheral ports in the seat, totally closing these ports, the flow through the valve is now restricted to one central port in the valve seat. Full travel is achieved at P10 pressure of approximately 210 psi. As the valve moves away from the max flow stop, the influence of the magnets on the reed switch decreases and the reed switch opens. The circuit is broken, indicating that the valve has moved. As the engine power decreases, the spring load overcomes the decreasing P10 pressure. The valve moves towards the max flow or low power position, uncovering the ports in the valve seat and restoring maximum flow through the valve. As the valve approaches the maximum flow stop, the influence of the magnets on the reed switch increases. The reed switch closes, completing the circuit and indicating the valve position.
NO.4 BEARING SCAVENGE VALVE INDICATING

The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No.4 bearing carbon - seal failure LOW POWER SETTING: At engine low power, the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic. HIGH POWER SETTING: At engine high power, the bearing scavenge valve closes (to maintain the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens. The No.4 bearing internal pressure is measured by the No.4 bearing pressure XMTR in the oil return line to the deoiler.The transducer supplies a pressure signal to one of the three EIU logics. Two EIU logics provide a warning message to the ECAM : ENG 1 (2) BEARING 4 OIL SYS.( class 2 ) and a CFDS message, when the valve is not in the correct position according to the sensed burner pressure. One EIU logic provides a message on the lower ECAM : Eng.1 (2) Bearing ( class 2 ) and a fault message is set on the CFDS ( EIU menu ) when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure )
FRA US/T bu
September 99
Page: Page: 58
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
TO OTHER BLEED SOLENOID VALVES
10TH STAGE SOLENOIT VALVE
FAN AIR BUFFER AIR COOLER ( ACAC)
EEC COMBUSTION CHAMBER
MAX FLOW
MIN FLOW
TO DEOILER NO.4 BEARING PRESS XMTR
FRA US/T bu

EEC
September 99
NO.4 BEARING SCAVENGE VALVE
OIL PRESSURE OIL PRESS XMTR LOW OIL PRESS. SWITCH
PB
EIU Figure 30 No.4 Bearing Scavenge Valve

Page: Page: 59
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00 ENGINE OIL PRESSURE

The Oil pressure is directly linked to the opening and closing of the No.4 Bearing Scavenge Valve. A closing of the valve (at approx. 85% N2 ) will restrict the return scavenge flow to the deoiler. This will result in a pressure drop,because the ratio of the pressures will change. ( the oil pressure is the differential pressure of the oil pressure feed line and the scavenge line). The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI . Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed.
FRA US/T bu
September 99
Page: Page: 60
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
Figure 31
Oil Pressure Chart

Page: Page: 61
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00 MAGNETIC CHIP DETECTORS (M.C.D.)

A total of 7 M.C.D. s are used in the oil scavenge system. Each bearing compartment and gearbox has its own deticated M.C.D. (two in the case of the main gearbox)although that for the No.4 bearing is located in the de-oiler scavenge outlet). Magnetic Chip Detectors Location The M.C.D. s for: - No.1,2 and 3 bearings - main gearbox / L/H scavenge pick-up - angle gearbox are located to the rear of the main gearbox on the L/H side ,as shown below. The M.C.D.s for: - No.5 bearing - De - oiler ( No.4 bearing ) - Main gearbox ( R/H scavenge pick up ) are located as shown below.
CAUTION: Do not try to install the MCD if the seal rings are not installed.A saftey mechanism is installed in the MCD housing to prevent installation of the MCD if the front seal ring is not installed. If only the front seal ring is installed , failure of this seal ring could result in an in-flight shutdown of the engine because of oil leakage.
FRA US/T bu
September 99
Page: Page: 62
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
No. 4 BEARING
Figure 32
Chip Detectors
Page: Page: 63
ENGINE OIL SYSTEM MASTER CHIP DETECTOR

The master chip detector is located in the combined scavenge return linie,on the scavenge filter housing. The Master Chip Detector is accessible through its own access panel in the L/H fan cowl. If the master M.C.D. indicates a problem then each of the other M.C.D.s is inspected to indicate the source of the problem.
A319/A320/A321
IAE V2530-A5
79-00
CAUTION: Do not try to install the MCD if the seal rings are not installed.A saftey mechanism is installed in the MCD housing to prevent installation of the MCD if the front seal ring is not installed. If only the front seal ring is installed , failure of this seal ring could result in an in-flight shutdown of the engine because of oil leakage.
FRA US/T bu
September 99
Page: Page: 64
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
Figure 33
Magntic Chip Detectors

Page: Page: 65
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00 IDG OIL SERVICING

IDG oil pressure fill A quick fill coupling situated on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures : - the priming of the external circuit - the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Oil filter A clogged filter indication is provided by a local visual pop out indicator. The indicator is installed on the anti drive end of the IDG. Oil level check You can read the oil level through two sight glasses located on the IDG. One sight glass serves for the CFM 56 engine, the other one for the V2500 engine. - The oil level must be at or near the linie between the yellow and green bands. - If the oil level is not at this position,connect the overflow drain hose and drain the oil until the correct filling level is reached.This will also depressurize the IDG case. Note: If the overflow drainage procedure is used it can take up to 20 minutes to complete. Failure to observe the overflow time requirements can cause high oil level condition resulting in elevated operating temperatures and damage/ disconnect to IDG.
FRA US/T bu
September 99
Page: Page: 66
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
79-00
Press Fill Valve
V2500
Overflow Drain Valve

Dust Cap Dust Cap For Training Purposes Only
Figure 34
IDG Oil Servicing

Page: Page: 67
ENGINE FUEL AND CONTROL GENERAL
A319/A320/A321
IAE V2530-A5
73-00
ATA 73
73-00
GENERAL
ENGINE FUEL AND CONTROL

FUEL SYSTEM PRESENTATION
Controlling
The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability.In case of specific failure detection, the FADEC switches from one channel to the other. The FADEC System operates compatibly with applicable aircraft systems to perform the following: - Control of fuel flow, stator vanes and bleeds to automatically maintain forward and reverse thrust settings and to provide satisfactory transient response. - Protect the powerplant from exceeding limits for N1, N2, maximum allowable thrust, and burner pressure. - Control of the HPT 10th stage cooling air, and low and high turbine active clearance control systems. - Control of fuel, engine and IDG oil temperature. - Control of the thrust reverser. - Automatic sequencing of start system components. - Extensive diagnostic and maintenance capability.
The fuel system enables delivery of a fuel flow corresponding to the power required and compatible with engine limits. The system consists of: - the two stage fuel pump with low pressure & high pressure elements, - the engine fuel cooled oil cooler (FCOC), - the fuel filter - the fuel diverter and return to tank valve. - the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), - the fuel metering unit (FMU), - the fuel distribution valve, - the fuel flow transmitter, - 20 fuel nozzles,
DESCRIPTION AND OPERATION

Distribution The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage) then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump (HP stage). The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution valve). The FMU also provides hydraulic pressure to all hydraulic system external actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil, engine oil and fuel temperatures within specified limits.The transfer between configurations is determined by a software logic contained in the EEC.
FRA US/T Kh
September99
Page: 68
ENGINE FUEL AND CONTROL GENERAL
A319/A320/A321
IAE V2530-A5
73-00
SDAC
DMC
FWC
TANK FUEL TEMP SNSR
R V D T
Figure 35
FRA US/T Kh September99
Fuel System Schematic

Page: 69
ENGINE FUEL AND CONTROL INDICATING
A319/A320/A321
IAE V2530-A5
73-30
73-30
GENERAL Indicating
INDICATING
Fuel flow indication, Fuel Used The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the EEC and via the DMCs to the ECAM. The Fuel Used-is calculated in the DMCs . The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . Fuel filter clogging indication General The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. This causes: - Triggering of the MASTER CAUT light and single chime. - The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. - The associated caution message to come on the upper ECAM DU. When the pressure loss in the filter decreases between 0 and -1.5 psid from the filter clog energizing pressure, the pressure switch is de-energized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC through the hardware .
The engine fuel system is monitored from: - the ECAM display, - the warning and caution lights. The indications cover all the main engine parameters through the FADEC. The warning and cautions reflect: - the engine health and status through the FADEC, - the FADEC health & status, - the fuel filter condition through a dedicated hardwired pressure switch. The fuel system is monitored by: - The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form. - The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime).
FRA US/T Bu
September99
Page: 70

2500 13000 KG KG/H 2500
ENGINE FUEL AND CONTROL INDICATING
FRA US/T Bu For Training Purposes Only
September99
Figure 36
Fuel System Indication A319/A320/A321

IAE V2530-A5
Page: 71
73-30
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
71-70
GENERAL
POWER PLANT DRAINS
The powerplant drain system collects fluids that may leak from some of the engine accessories and drives. The fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox. The drain system comprises two sub-systems: - fuel drains - oil, hydraulic and water drains The two sub-systems come together at the same drain mast.
FRA US/T kh
September 99
Page: 72
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
RIGHT SIDE
OIL TANK SCUPPER
OIL TANK SCUPPER
FUEL PUMPS
FUEL DIVERTER VALVE
FUEL METERING UNIT
LP BOOSTER BLEED MASTER ACTUATOR
BIFURCATION PANEL
VARIABLE STATOR VANE ACTUATOR
FWD
ACTIVE CLEARANCE CONTROL ACTUATOR DRAINS MAST

ACOC
LP BOOSTER BLEED SLAVE ACTUATOR
IDG
HYDRAULIC PUMPS
AIR COOLED OIL COOLER ACTUATOR
S. ( STARTER )
HYDRAULICS
AIR STARTER
INTEGRATED DRIVE GENERATOR
OIL TANK SCUPPER
LEFT SIDE
NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY
Figure 37
FRA US/T kh September 99
Drain System
Page: 73
POWER PLANT DRAINS DRAIN SYSTEM DESCRIPTION

Fuel Drain The fuel drain lines come from engine accessories on the engine core, the engine fan case and gearbox. The engine core drains go through the bifurcation panel. The fuel drain system is connected to these engine accessories: - Booster bleed master actuator) - Booster bleed slave actuator) Engine- Variable Stator Vane Actuator) Core - Active Clearance Control Actuator ) - Fuel diverter valve ) Engine fan Case - Fuel metering unit ) Gearbox - LP/HP fuel pumps) Oil, Hydraulic and Water Drains The oil, hydraulic and water drains system comes from engine accessories on the engine fan case and gearbox. The drain system is connected to these engine accessories: - Air Cooled Oil Cooler actuator ) Engine fan case - Integrated Drive Generator) - Air starter) Gearbox - Hydraulic Pump) - Oil tank scupper) Oil tank The only hydraulic fluid drain is from the hydraulic pump. The other drains are for engine oil or accessory lubricant.
A319/A320/A321
IAE V2530-A5
71-70
FRA US/T kh
September 99
Page: 74
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
Figure 38
Drain System Leakage Test & Limits

Page: 75
POWER PLANT DRAINS PYLON DRAINS

The engine pylon is divided into 7 compartments.Various systems are routed through these areas. Any leckage from fluid lines is drained overboard through seperate lines in the rear of the pylon.
A319/A320/A321
IAE V2530-A5
71-70
FRA US/T kh
September 99
Page: 76
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
PYLON DRAINS
Figure 39
Pylon Drains
Page: 77
ENGINE INDICATING GENERAL
A319/A320/A321
IAE V2530-A5
77-00
ATA 77
77-00
INDICATING
ENGINE INDICATING PRESENTATION
Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault: - Total FUEL USED For further info see ATA 73 - OIL quantity For further info see ATA 79 - OIL pressure For further info see ATA 79 - OIL temperature For further info see ATA 79 - Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START PAGE ) - In case of high nacelle temperature a indication is provided below the engine oil temp. indication. - Engine Vibration - of N1 and N2 - As warnings by system problems only: - OIL FILTER COLG - Fuel FILTER CLOG - No. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page
INDICATION GENERAL
Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E/WD ): - Engine Pressure Ratio ( EPR ) - Exhaust Gas Temperature ( EGT ) - N1 ( low rotor speed ) - N2 ( high rotor speed ) - FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.
FRA US/T Bu
September 99
Page: 78
A319/A320/A321
IAE V2530-A5
77-00
FF KG / H FOB: 19.125
Figure 40
FRA US/T Bu September 99
Engine ECAM Indications

Page: 79

A IGN B 35 35
ONLY ON ENGINE START PAGE
A319/A320/A321
IAE V2530-A5
77-00
77-10
POWER INDICATING
EPR INDICATION
EPR - Engine Pressure Ratio The Engine Pressure Ratio indicating system consists of one combined P2 / T2 sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. The pressure from this sensors are routed to the EEC pressure transducer.The EEC converts the signal to a digital format and proccess the pressure to form actual ERP ( P 4.9 / P 2 ) and transmits the ERP value to the ECAM. Each of the two channels performs this operation independently. 1 Actual EPR Actual EPR is green. 2 Cyan EPR command arc ( transient ) from current EPR pointer to EPR command value. is only displayed with A / THR engaged. 3 EPR TLA ( white circle ) Predicted EPR corresponding to the thrust lever position. 4 EPR max ( thicker amber mark ) It is the limit value of EPR corresponding to the full forward thrust lever position. 5 REV indication Appears in amber when one reverser is unstowed or unlocked or inadvertenly deployed. ( In flight, the indication first flashes for 9 sec. and then remains steady. It changes to green when the reverser is fully deployed .
Thrust limit mode, EPR rating limit TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the associated EPR rating is displayed in blue. In MREV no EPR value is dis played. Thrust limit mode is displayed in digital form, it indicates the mode which the EPR limit value will be computed. - In flight ( or on ground with ENG stopped ): - The selected mode corresponds to the detent of the most advanced thrust lever position - Rating limit is computed by the EEC receiving the highest actual EPR value ( exept on ground with ENG stopped where it is computed by the EEC receiving the most advanced thrust lever position ). Notes: 1 - When a thrust lever is set between two positions the EEC selects the rating limit corresponding to the highest mode. 2 - When idle is selected the EEC selects CL 3 - When M REV is selected, the EPR rating limit value is re placed by amber crosses ( M REV mode is limited by N1) - On ground ( with engines running ) - With engines running, on ground, whatever the lever position is,this limit corresponds to: TO GA thrust limit. - With engine running, on ground, if FLX mode is selected, FLX EPR is displayed whatever the thrust lever position between IDLE and FLX / MCT. If FLX mode is selected, the flexible take off temperature in _ C, selected through the FMS MCDU s, is displayed. For FLX mode indication the ADIRUs must be switched on. The temperature value is displayed in green and the _ C is displayed in blue. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.
FRA US/T Bu
September 99
Page: 80
A319/A320/A321
IAE V2530-A5
77-00
3 2
4 2
REV
EPR
FLX
OR 1
1.503
35_ C
TOGA 1. 520
OR
MCT
For Training Purposes Only OR
CL
OR
MREV
Figure 41
EPR Indication - Upper ECAM Display Unit

Page: 81
A319/A320/A321
IAE V2530-A5
77-00 P2 / T2 HEATER
Aircraft Power ,which is used for the heater , is switched on and off by the EEC, via the relay box. The heater and the heating Circuit can be tested using the FADEC CFDS Test menu. Note: The relay box also contains the 115v Ignition relays. FAIL SAFE POSITION: PROBE HEATER OFF
FRA US/T Bu
September 99
Page: 82
A319/A320/A321
IAE V2530-A5
77-00
204XP-C 115VAC BUS 2 11DA2 C/B 24-58-06 ANTI ICE / PROBES P2/T2 ENG 2 122VU212
INPUT FOR IGNITION RELAYS
1WD ENG/APU FIRE PNL 20VU210 26-12
4100KS RELAY BOX 446STA450 73-25
4014KS SENSOR P2/T2 444STA390 73-25
RELAY BOX
CH B CONNECTOR
For Training Purposes Only RELAY BOX
CH A CONNECTOR
P2/T2 HEATING CONNECTOR Figure 42

P2/T2 Heater Schematic

Page: 83
ENGINE INDICATING GENERAL FADEC P2/T2 HEATER TEST
A319/A320/A321
IAE V2530-A5
77-00
FRA US/T Bu
September 99
Page: 84
A319/A320/A321
IAE V2530-A5
77-00
Figure 43
P2/T2 Heater Test

Page: 85
A319/A320/A321
IAE V2530-A5
77-00
77-20
TEMPERATURE
EGT INDICATION
EGT Indicator 1 Actual EGT Normally displayed in green. Pulses amber up to MCT when EGT w 610 _ C. Pulses red when EGT w650 _ C. Note: EGT index pulsing amber must be disregarded when using TO or FLX thrust. 2 Max EGT Thicker amber mark is set at w 610 _ C, it is the max EGT value up to MCT thrust. It is not displayed during: -Engine start up, instead a amber mark is placed at 635 _ C -Take Off sequence. 3 Max permissible EGT Goes up to 650 _C. A red band begins at the point of over temperature and a red cross line appears at the max value achieved.
Red cross line is set at the max EGT over temperature achieved during the last leg. The red cross line will disappear through corresponding DMC s - MCDU action or by the next T/ O.
FRA US/T Bu
September 99
Page: 86
A319/A320/A321
IAE V2530-A5
77-00
2 3 4
Figure 44
EGT Indication
Page: 87
A319/A320/A321
IAE V2530-A5
77-00
77-10
POWER
N1 AND N2 INDICATION
N1 Indication The low pressure rotor speed signal is used in the EEC for engine control computation and for ECAM visual display. 1 Actual N1 Displayed normaly in green. Pulses red if N1 exceeds 100%. Pulses amber when N1 exeeds the N1 rating limit, in N1 MODE. 2 Max permissible N1 is 100 %. At 100 % a red band begins. If the RPM exeeds 100 % index and numeric value pulses red. 3 Red cross line is set at the max N1 over speed value achieved during the last leg. 4 White circle 6 N1 MODE switches ON: - Thrust control reverts from EPR mode to N1 rated mode. Following an automatic reversion to N1, rated or unrated mode, pressing the P/B switch to confirm the mode. ON, it illuminates blue OFF: - If available, EPR mode is selected N2 Indication The signal fore the HP rotor speed is originated from the dedicated alternator to the EEC for use in engine control computation and to the ECAM for visual display on ECAM. A separate signal goes to the engine vibration monitoring unit ( EVMU ) for use in processing engine vibration data. 7 Actual N2
N1 command corresponding to the thrust lever ( angle ) position ( predict N1 ) appears when in rated N1 mode. N1 rated MODE can activated automaticly or by switching the N1 MODE switch at the overhead panel ( close to the ENG MAN START switches ). Both engine must be in the same MODE, rated or unrated. Not displayed in unrated N1 MODE. Auto thrust is not active in rated N1 mode . General: A failure title will be displayed on E / WD in the MEMO display. 5 CHECK appears for EPR, EGT, N1 , N2 and FF, if the displayed value compared by the DMC s with the actual value from the EEC differs and the last digit from the value shown will be XX ed.
Digital indication normally green. It is overbrightness and grey boxed during engine start sequence up to 43 % ( starter cut out ). Turns red if N2 exceeds 100 % and a red X appears. The red X will disappear through corresponding DMCs - MCDU action or by the next T/O. General: A failure title will be displayed on E / WD on the MEMO display. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.
FRA US/T Bu
September 99
Page: 88
A319/A320/A321
IAE V2530-A5
77-00
EPR XX
5 1 4 2 3
XX
MCT
N 1 MODE 95.8
C H E C K
4 7
ENG 1 EPR MODE FAULT ENG 1 N 2 OVER LIMIT

Figure 45 N 1 and N2 Speed Indication
Page: 89 September 99
FRA US/T Bu
A319/A320A321
IAE V2530-A5
77-00
77-10
POWER
N1 INDICATION
The fan speed ( N1 ) indication system has four sensors: - Two of them are used to provide EEC channels A and B with N1 rotational speed signal. - One sensor acts as a spare fore either EEC channel ( it can be activated by changeover connectors at the junction box ). This sensor cannot be used in place of the N1 sensor dedicated to the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ), see below. - One sensor provides the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ). - The N1 electrical harness tube goes through the inner strut of the no. 3 strut of the intermediate structure and to the terminal block. The electrical leads from each sensor goes through the N1 tube and is connected to the terminal block. - For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the phonic wheel to pass its sensor. For the trimbalance sensor, one slot in the phonic wheel passes the sensor one time for one turn. - The EEC speed sensors have two pole pieces compared to the trimbalance sensor who has only one pole piece.
INTERCHANGE OF N1 SPEED SENSORS

For Training Purposes Only Task 77-11-00-860-010 - If the fan speed sensor No. 1 is unserviceable, disconnect the harness leads No. 1 and No. 2 from their terminals No 1 and No 2. Reconnect the harness lead No 1 to the terminal No. 3 and the harness lead No. 2 to the terminal No. 4 of the spare speed sensor. - If the fan speed sensor No 3 is unserviceable, disconnect the harness leads No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the harness leads to the spare speed sensor as described above.
FRA US/T Bu
September 99
Page: 90
A319/A320A321
IAE V2530-A5
77-00
TWO POL PIECES
TERMINAL BLOCK
TERMINAL NO. 4 (SPARE)
ONE POL PIECE

THREE FAN SPEED SENSORS
ONE TRIM BALANCE SENSOR
Figure 46
Fan Speed & Trim Balance Sensor,N1 Terminal Block

Page: 91
ENGINE INDICATING ANALYZERS
A319/A320/A321
IAE V2530-A5
77-30
77-30
ANALYZERS
VIBRATION INDICATION
An engine vibration monitoring unit monitors the N1 and N2 levels of both engines. General The engine vibration measurement system comprises : - one transducer on each engine with 2 piezoelectric accelerometers . - an Engine Vibration Monitoring Unit - two vibration indications N1 and N2. The engine vibration system provides the following functions : - vibration indication due to rotor unbalance via N1 and N2 slaved tracking filters - excess vibration (above advisory level of 5 units ) - fan balancing (phase and displacement) - shaft speed (N1 and N2) - storage of balancing data - initial values acquisition on request (option ) - BITE and MCDU communication - accelerometer selection - frequency analysis when the printer is available.
NOTE:
Only one accelerometer is used at a time (A or B). The same accelerometer is not used for two successive flights. The changeover occurs at power-up or on special request (MCDU) on the ground. For Training Purposes Only Interfaces The EVMU interfaces with the ECAM and the CFDS CFDS interfaces: Maintenance fault messages. The N1 and N2 vibrations of the left and right engines are displayed on the engine and cruise pages.
FRA US/T Bu
September 99
Page: 92
A319/A320/A321
IAE V2530-A5
77-30
VIBRATION indications:
THE VIBRATION INDICATIONS OF THE LP AND HP ROTORS ARE DISPLAYED IN GREEN. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5
VIB 0.8 VIB 1.2
N1 0.9 N2 1.3
0.8 0.8
1.2 1.2 140 160
80
80
Powersupply 115V AC
VIB SENSOR A
SDAC1
VIB SENSOR B
SDAC2 CFDIU
Ded. Gen.
Figure 47
Vibration Indication
Page: 93
A319/A320/A321
IAE V2530-A5
77-30 CFDS SYSTEM REPORT / TEST

The Centralized Fault Data System (CFDS) enables access to the system. The first menu sent to the MCDU is the main menu. The various functions are detailed here after.
Last leg report

The EVMU sends the list of the LRUs which have been detected faulty during the last leg.
Previous leg report

The EVMU sends the list of the LRUs which have been detected faulty during the legs (maximum 64) previous to the last leg. The faults detected are the same as for the last leg report.
LRU identification
The EVMU sends the EVM unit part number
Test
The test item allows initiation of a complete check of the EVM system. If no failure has been detected, the message TEST OK is displayed. If any failure has been detected the failed LRU is displayed.
FRA US/T Bu
September 99
Page: 94
A319/A320/A321
IAE V2530-A5
77-30
OR
TEST
TEST IN PROGRESS
TEST
77-32-16 ENG1 ACCLRM 4004EV (A)
TEST
SELF-TEST O.K.
Figure 48
CFDS System Report / Test EVMU

Page: 95
ENGINE INDICATING ANALYZERS CFDS SYSTEM REPORT /TEST

ENGINE UNBALANCE MENU This menu permits for both engine, to command unbalance data storage during next flight and the read out of the stored data. It also permits to effectuate balancing for a selected engine with both accelerometers. Measurement of the unbalance data The EVMU measures the position and the amplitude of the rotor unbalance of each engine. It provides this information, when available,to the output bus. Storage of unbalance data If requested, the system can store the balancing data during the cruise phase when stabilized conditions are reached (the actual N1speed does not fluctuate more than plus or minus 2% during at least 30s). For every stored measurement the stabilized conditions shall be met once more again. NOTE: This test can be done during an engine run-up in order to obtain vibration measurement for different N1 speeds. Refer to AMM ATA 77-32-34. To get access again to the system report / test menu ENG, refer to AMM 31-32-00.
A319/A320/A321
IAE V2530-A5
77-30
FRA US/T Bu
September 99
Page: 96
A319/A320/A321
IAE V2530-A5
77-30
EVMU
ENGINE UNBALANCE
EVMU
<ACCELEROMETER RECONFIGURATION
< LEFT < LEFT < LEFT
CLEAR READ BALANCING
RIGHT > RIGHT > RIGHT >
< ENGINE UNBALANCE < FREQUENCY ANALYSIS
< RETURN
PRINT >
NOTE: The N1 Speed can de indicated in % or RPM depending on EVMU software.
EVMU
BALANCING LEFT < ACC.A START N1/N2% PHASE DEG ACC.B > 00 / 00 0 0/0 0.0 0.0 / 0.0 ACC.B > < ACC.A 20 / 59 359 0 / 359 0.1 0.1 / 0.1 < ACC.A
BALANCING LEFT START N1/N2% PHASE DEG ACC.B > 20 / 59 359 0 / 359 0.0 0.0 / 0.1 * ACC.B >
EVMU
00 / 00 0 0/0 0.0 0.0 / 0.0 < ACC.A *
DISPL MILS
DISPL MILS
STOP
STOP
Figure 49
Unbalance Data
Page: 97

ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu.
A319/A320/A321
IAE V2530-A5
77-30
FRA US/T Bu
September 99
Page: 98
A319/A320/A321
IAE V2530-A5
77-30
Figure 50
Unbalance Data
Page: 99

FREQUENCY ANALYSIS MENU This menu enables a request for a frequency analysis of the acceleration signal. The results of the frequency analysis are sent to the printer. Frequency analysis The EVMU can perform a frequency analysis if requested from the MCDU on the ground. The EVMU makes the analysis at a selected N1 or N2 speed and uses any valid accelerometer (A or B). The maximum frequency analysis is 500 Hz and the frequency increment between adjacent spectral lines is 4 Hz. On the printer it shown in semi-graphic form. NOTE: The frequency analysis may be performed during cruise ( flight phase = 6 ) or when the aircraft is on ground, engin(s) running ( flight phase = 2,3 or 9 ) Frequency Analysis Report When the speed and phase are those shown on the MCDU, the printer will automatically print the Frequency Analysis Report. The printer gives the vibration in IPS Peak ( Inch per seconds) , every 4 HZ and in frequency range from 0 - 500 Hz. For interpretation of the frequency analysis report , contact the IAE representative.
A319/A320/A321
IAE V2530-A5
77-30
FRA US/T Bu
September 99
Page: 100
A319/A320/A321
IAE V2530-A5
77-30
NOTE: The Comments menu offers the operator the possibility to load up to three lines of comments.These three lines appear on the printout of the frequency analysis.
Figure 51
Frequency Analysis
Page: 101
A319/A320/A321
IAE V2530-A5
77-30 CFDS ACCELEROMETER RECONFIG.

This menu allows selection of the accelerometer A or B or the auto switch mode alternate to be used for the next flights. The EVMU indicates which accelerometer is in operation.
FRA US/T Bu
September 99
Page: 102
A319/A320/A321
IAE V2530-A5
77-30
Figure 52
Reconfig. of the Accelerometer

Page: 103
ENGINE AND FUEL CONTROL CONTROLLING
A319/A3207A321
IAE V2530 A5
73-20 FADEC POWER SUPPLY

EIU Power supply The EIU is powered from the aircraft electrical power, no switching has to be done. Electronic Engine Control (EEC) Power Supply The EEC is supplied from the aircraft electrical power when engine is shutdown, then from the EEC generator when the engine is running. - aircraft electrical power when N2 <10%. - EEC generator power when N2 >10%. Powering N2 <10% Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit. A/C 28 VDC permits : - automatic ground check of FADEC before engine running - engine starting - powering the EEC while engine reaches 10% N2. Note: The EIU takes power from the same bus bar as the EEC. Powering N2 >10% As soon as engine is running above 10% N2, the EEC generator can supply directly the EEC. The EEC generator supplies each channel with three-phase AC. Two TRUs in the EEC provides 28VDC to each EEC channel. Auto Depowering The FADEC is automatically depowered on ground, through the EIU after engine shutdown. EEC automatic depowering on ground : - after 5 mn of A/C power up. - after 5 mn of engine shutdown Note: An action on the ENG FIRE P/B provides EEC power cut off. FADEC Ground Power Panel For maintenance purposes and MCDU engine tests, the FADEC Ground Power Panel permits FADEC power supply to be restored on ground with engine shut down. When the corresponding ENG FADEC GND POWER P/B is pressed ON the EEC is powered again . Note: Also the FADEC is repowered as soon as the engine MODE SELECTOR or the MASTER LEVER is selected .
FRA US/T Bu
September 99
Page: 104
A319/A3207A321
IAE V2530 A5
73-20
NOTE: * supplied for 5 min
EEC 401 PP (DC ESS BUS) FOR ENGINE 1 & 2
A
DEDICATED GEN
TRU/ 28V
TRU/ 28V
EEC For Training Purposes Only
B
202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1
Figure 53
FADEC Power Supply

Page: 105
A319/A3207A321
IAE V2530 A5
73-20
49VU
2450000HMQ0
Figure 54

Page: 106
A319/A3207A321
IAE V2530 A5
73-20
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 55

Page: 107
ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 - A5
73-20 IDLE CONTROL

- Minimum idle ( 56 % - 60% N2 ) is corrected for ambient temp >30C, then N2 will increase. - Approach idle (approx. 70% N2 ) It varies as a function of Total Air Temperature ( TAT ) and altitude. This idle speed is selected to ensure sufficiently short accelleration time to go around thrust and is set when the aircraft is in an approach configuration.(Flap Lever Position - NOT UP) - Reverse Idle ( approx. 70% N2 ) = Approach Idle + 1000 RPM FADEC sets the engine speed at reverse idle when the throttle is set in the reverse idle detent position . - Bleed Idle = Bleed demand. Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization ,wing anti ice and engine anti ice pressurization ( Pb-ON or valves not closed ) . - HMS Idle (Min Idle - Approach Idle) For conditions where the compensated fuel temperature is greater than 140 deg. C. , the heat management control logic calculates raised idle speed. (in flight and on ground !)
FRA US/T Bu
September 99
Page: 108
ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 - A5
73-20
THRUST LEVERS
TLA (REV. IDLE) LANDING GEARS
LGCIU 1/2
0 1 2 3 FULL 0 1 2 3 FULL
WOW (GRD)
EIU
Reverse Idle Approach Idle

N2 Idle Setting
SLAT / FLAP LEVER
AIR
SFCC 1/2
EIU
LEVER NOT ZERO
EIU FAULT
WING ANTI ICE
Min Idle
ENG ANTI ICE
ECS DEMAND
ZONE CONT.
EIU
Bleed Idle
PACKs
ENGINE FUEL TEMPERATURE
PACK CONT. 1/2

Figure 56
HMS
EEC Idle Control Requirements

Page: 109
ENGINE FUEL AND CONTROL FADEC TEST
A319/A320/A321
IAE V2530 -A5
73-20
73-20
FADEC TEST
GENERAL: To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD PWR must be switched ON. Then press the line key adjacent to CFDS SYSTEM REPORT / TEST - NEXT PAGE - ENG 1A (1B),(2A),(2B).
FADEC PREVIOUS LEGS REPORT

This CFDS menu function gives access to the faults which have been detected and stored during the previous 64 flight legs. The Cells indicate if the failure was detected in the ground memory or the flight memory.
FRA US/T bu
September 99
Page: 110
A319/A320/A321
IAE V2530 -A5
73-20
FADEC A FAULT
<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
NEXT PAGE
Figure 57
Previous Legs Report

Page: 111
ENGINE FUEL AND CONTROL FADEC TEST FADEC TROUBLESHOOTING REPORT

The trouble shooting menu has 4 submenus: - FLIGHT DATA - GROUND DATA - AIRCRAFT DATA - EEC CONFIGURATION FLIGHT DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured during the flight. This data is saved in a CELL.Each CELL provides 2 menu pages of troubleshooting informations.The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.) In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE ) is indicated. GROUND DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured on ground. This data is saved in a CELL. The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.)
A319/A320/A321
IAE V2530 -A5
73-20
TRACK-CHECK FAILURES (TKF) Failure of the system to follow the commands of the EEC. The EEC compares feedback position against commanded position. If failed in one channel: - EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: - Healthiest channel continues to command actuator. T/S ACTION: one channel - most likely LRU failure. both channels - most likely mechanical failure ,check LRU/moving mechanism.
CROSS CHECK FAILURES (XCF) A detected difference in the feedbacks from the LRU LVDTs or microswitches. The EEC compares channel A against Channel B. Failure of TRA: EEC has specific fault accomodation based on previous value. Failure of Reverser: EEC will select most stowed and will not allow a deploy. Failure of Temperature sensors: EEC will use fail safe value. T/S ACTION: Most likely a LRU problem ,next check harness then EEC INPUT LATCHED FAILED (ILF) (Single Input Signal Failure ) There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE: Faults are not latched. Thus automatic recovery is possible.
FADEC FAILURE TYPES DEFINITION

WRAP - AROUND FAILURE (WAF) A detected failure in the circuitry of a system.The EEC checks for continuity. If failed in one channel: - EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: - specific output is depowered (exception - solenoids are depowered in groups) T/S ACTION: Most likley a loose connector or chaffed harness next LRU and finally EEC.
FRA US/T bu
September 99
Page: 112
A319/A320/A321
IAE V2530 -A5
73-20
A second page is available to give more trouble shooting data

TROUBLE SHOOTING <FLIGHT DATA <GROUND DATA <AIRCRAFT DATA <EEC CONFIGURATION <RETURN
<LAST LEG REPORT
<PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
Figure 58
Trouble Shooting Report

Page: 113
A319/A320/A321
IAE V2530 -A5
73-20
FADEC FAULT CELL N1 RPM T5 Temperature ( T4.9 EGT ) Cold Junction Temperature ( Actual Temp. in EEC ) Air Pressure on Eng. Station 3 ( PB = Burner Pressure ) Mach Number
FADEC 1B FLIGHT DATA
Page one of the Cell 31
PG:01
Fault Code N2 RPM T2 Temperature ( Eng. Inlet ) Flight Phase Total Air Pressure ( Eng. Station 2 ) EEC Operating Hours
CELL: 31 FAULT: WOFWAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.0 T2 = 26.0 FLTPH = 3 TCJC = 42.0 PSIA: PB = 458.5 P2 = 14.62 MN = .117 HOURS = 571.0
Note: The Abbreviations used in the GROUND DATA are the same.
Figure 59
Flight Data / Ground Data

Page: 114
A319/A320/A321
IAE V2530 -A5
73-20
FADEC 1B FLIGHT DATA

FADEC Fault Cell Standart Altitude Stator Vane Actuator ( Feedback ) Fuel Flow 2.5 Bleed Actuator Feedback
Page two of the Cell 31
PG:02
Fault Code EPR ( indicated ) Channel in Control 1 = Yes , 0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs
CELL: 31 FAULT: WOFWAF ALT: = 336.0 FT EPRI = 1.562 SVA : = 1.906 INCH INCOM = 1 FF = 11162 PPH BACKUP = 0 B 25 = 1.218 INCH LEG = 398.0 WOW = 1
Weight on Wheels 1 = Yes ( Ground ) 0 = NO ( Flight ) For Training Purposes Only
Note: The Abbreviations used in the GROUND DATA are the same.
Figure 60
Flight Data / Ground Data

Page: 115
ENGINE FUEL AND CONTROL FADEC TEST FADEC SYSTEM TEST

The FADEC SELF TEST should really be known as the FADEC SYSTEM TEST. The test and results can be split into three categories described as follows. Output Driver Test This is a systen maintenance test that performs a wraparound (continuity) test of all the EEC output driver lines and associated component wiring. There are three possible results as follows: 4. Output Driver Test Failed - Indicates that a continuity fault was found. 5. Output Driver Test Passed - Indicates that no wraparound fault was found. 6. Output Driver Test No Run - Indicates that the test was not run because the tested channel was not capable of powering the outputs.
A319/A320/A321
IAE V2530 -A5
73-20
Pressure Sensor Test This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in the EEC via the local channel to make sure they are within a specified tolerance of each other. The three possible results are as follows: 10.Pressure Sensor(s) Failed - Indicates that an interface or range failure (from normal mode) is set for any pressure sensor (hard failures). 11. Pressure Sensor(s) Agree - Indicates that the static pressure sensor test ran and that all the pressure sensors are within tolerances. 12.Pressure Sensor(s) Disagree - Indicates that the static pressure sensor test ran and any two pressure sensors were not within the specified tolerances.
Input / lnternal Test This is the FADEC (EEC) internal check to verify that the local channel interface, input and output circuits are functional prior to entering MENU MODE. There are three possible results as follows: 7. Input / Internal Test Failed - Indicates that the activity monitor circuit test failed or the local channel was unable to provide power to any Output or there were interface or input fault. 8. Input / lnternal Test Passed - Indicates that the activity monitor circuit passed and that no interface or input faults were set prior to entry into menu mode. 9. Input / Internal Test No Run - Indicates that the local cannel was not capable of powering its outputs or that the EEC has not spent the minimum of 30 seconds in normal mode.
FRA US/T bu
September 99
Page: 116
A319/A320/A321
IAE V2530 -A5
73-20
SYSTEM TEST
<FADEC SELF TEST <REVERSER TEST <IGNITOR TEST <STARTER VALVE TEST <RETURN
NOTE: For Training Purposes Only If every test failed,return to FADEC / MENU push the line key adjacent to GROUND SCANNING and check the failure message.
Figure 61
FADEC Self Test

Page: 117
ENGINE FUEL AND CONTROL FADEC TEST FADEC GROUND SCANNING

This menu shows the faults which are present on ground.More information can be obtained using the troubleshooting menu. This menu must also be used to indicate which faults were detected in the other FADEC TEST menus (eg. Starter Valve Test,Reverser Test,etc.)
A319/A320/A321
IAE V2530 -A5
73-20
FRA US/T bu
September 99
Page: 118
A319/A320/A321
IAE V2530 -A5
73-20
Figure 62
Ground Scanning
Page: 119
ENGINE FUEL AND CONTROL FADEC TEST FADEC CLASS 3 FAULT REPORT
This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check.
A319/A320/A321
IAE V2530 -A5
73-20
FRA US/T bu
September 99
Page: 120
A319/A320/A321
IAE V2530 -A5
73-20
CLASS 3 FAULT
Figure 63
FADEC Class 3 Fault Report

Page: 121
Engine Controls General
A319/A320/A321
V2530-A5
76-00
ATA 76
ENGINE CONTROLS
The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: - 0 STOP = FWD IDLE THRUST - -20 STOP = FULL REVERSE THRUST - 45 STOP = MAX .TAKE OFF THRUST - DETENT = (REVERSE) IDLE THRUST - DETENT = MAX.CLIMB (ALSO CRUISE SELECTION) - DETENT = MAX. CONTINOUS (FLEX TAKE OFF THRUST)
THROTTLE CONTROL SYSTEM

General The throttle control system consist of : - the throttle control lever - the throttle control artificial feel unit (Mecanical Box) - the thrust control unit - the electrical harness. The design of the throttle control is based upon a fixed throttle concept : this means that the throttle control levers are not servo motorized. Thrust Control Unit The Thrust Control Unit contains two resolvers, each of which sends the thrust lever position to the Electronic Engine Control .The extraction current for the resolvers is provided by the EEC. Autothrust Disconnect pushbutton. The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function.
THRUST LEVERS
General The thrust levers comprises : - a thrust lever which incorporates stop devices and autothrust instinctive disconnect pushbutton switch - a graduated fixed sector - a reverse latching lever. The thrust lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box). Reverse Thrust Latching Lever To obtain reverse thrust settings, the revers thrust laching lever must be lifted. A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position. 1
Page: Page: 122
A319/A320/A321
V2530-A5
76-00
ENGINE THRUST LEVER CONTROL

AUTOTHRUST DISCONNECT PB
REVERSE THRUST LATCHING LEVER
THRUST LEVER
REVERSE THRUST LATCHING LEVER
MECHANICAL BOX
THRUST CONTROL UNIT
FMU
- FUEL METERING VALVE
CHANNEL A
EEC
CHANNEL B
RESOLVER 1 RESOLVER 2
Figure 64
Engine Thrust Lever Control

Page: Page: 123
A319/A320/A321
V2530-A5
76-00 BUMP RATING PUSH BUTTON

This Push Buttons are optional equipment. In some cases the throttle control levers are provided with BUMP rating push buttons,one per engine.This enables the EEC to be re-rated to provide additional thrust capability for use during specific aircraft operations. Bump Rating Description The takeoff bump ratings can be selected, regardless of the thrust lever angle, only in the EPR mode when the airplane is on the ground. The bump ratings, if available, are selected by a push button located on the thrust lever. Actuation of the switch will generate a digital signal to both EECs via the EIU. The maximum take-off rating will then be increased by the pre-programmed delta EPR provided the airplane is on the ground. The bump ratings can be de-selected at anytime by actuating the bump rating push button as long as the airplane is on the ground and the thrust lever is not in the maximum takeoff (TO) detent. Inflight, the bump ratings are fully removed when the thrust lever is moved from the TO detent to, or below, the MCT detent. The bump rating is available inflight (EPR or rated N1 mode) under the following conditions. - Bump rating initially selected on the ground. - TO/GA thrust lever position set. - Airplane is within the takeoff envelope. The bump rating is a non-standard rating and is only available on certain designated operator missions. Use of the bump rating must be recorded.This information is for tracking by maintenance personnel.
Page: Page: 124
A319/A320/A321
V2530-A5
76-00
Figure 65
Bump Push Bottons

Page: Page: 125
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT
A319/A320/A321
IAE V2530 A5
73-20
73-25
ENGINE INTERFACE UNIT

824
EIU PRESENTATION
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2 Each EIU, located in the electronics bay 80VU, is an interface concentrator between the airframe and the corresponding FADEC located on the engine, thus reducing the number of wires. EIUs are active at least from engine starting to engine shutdown, they are essential to start the engine. The main functions of the EIU are: - to concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine, - to insure the segregation of the two engines, - to select the airframe electrical supplies for the FADEC, - to give to the airframe the necessary logic and information from engine to other systems (APU, ECS, Bleed Air, Maintenance).
80VU
EIU INPUT DESCRIPTION

EIU input from the EEC The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. When some data are not available on the channel in control, data from the other channel are used. In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control. The EIU looks at particular engine data on the EEC digital data flow to interface them with other aircraft computers and with engine cockpit panels.
EIU
EIU output to the EEC Through its output ARINC 429 data bus, the EIU transmits data coming from all the A/C computers which have to communicate with the EEC, except from ADCs and throttle which communicate directly with the EEC. There is no data flow during EIU internal test or initialization.
EIU Location
FRA US/T Kh
September99
Page: 126
A319/A320/A321
IAE V2530 A5
73-20
Figure 66
EIU Schematic
Page: 127
A319/A320/A321
IAE V2530 A5
73-20 CFDS SYSTEM REPORT/TEST EIU

This Page shows the menu of the Engine Interface Unit ( EIU ) The EIU is a Type 1 System. The EIU is availlable in CFDS back up Mode.
FRA US/T Kh
September99
Page: 128
A319/A320/A321
IAE V2530 A5
73-20
Figure 67
EIU Menu
Page: 129
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT LAST LEG REPORT
Last leg Report Here are Displayed the Internal EIU Faillures that Occured during Last Flights.
A319/A320/A321
IAE V2530 A5
73-20
LRU INDENTIFICATION
Shows the EIU part number.
FRA US/T Kh
September99
Page: 130
A319/A320/A321
IAE V2530 A5
73-20
Figure 68
Last Leg Rep./ LRU Indentification

Page: 131
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT GROUND SCANNING

This Page gives the EIU Faillures still presend on Ground. - RTOK means Re - Test Ok, you can ignore this Fault
A319/A320/A321
IAE V2530 A5
73-20
FRA US/T Kh
September99
Page: 132
A319/A320/A321
IAE V2530 A5
73-20
Figure 69
Ground Scanning
Page: 133
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU CFDS DISCRETE OUTPUTS SIMULATION
The Purpose of this Menu is to Simulate some Engine Interface Unit ( EIU ) Discrete Outputs by Setting their Status to 0 or1 . WARNING: The DISCRETE OUTPUT SIMULATION can operate systems and components without special indication on the MCDU. Make allways sure that the working areas are clear ! For the simulation refer to AMM 73-25-34 , (TASK 73-25-34-860-041). The Discrete Outputs are Listed on two Pages, one for the Positive Type and one for the Negative Type. SIMULATION : APU BOOST To simulate an APU BOOST command through the MCDU. Push the line key adjacent toAPU BOOST discrete output status: APU BOOSTbecomes 1 and the EIU sends the APU BOOST command to the 59KD ECB. APU BOOST 1 simulates a not closed starter air valve.The APU is boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. . SIMULATION : FAULT To simulate a disagree between the position and the command of the HP fuel valve through the MCDU the line key adjacent toFAULT discrete output statusis must be pushed.The FAULT becomes 1 and the FAULT legend of the 5KS1(2) annunciator light comes on. SIMULATION : LOP GND 1 To simulate OIL LOW PRESS & GND for the following systems through the MCDU : PHC1, PHC3, WHC1, AEVC, DFDR and CVR. CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST.
A319/A320/A321
IAE V2530 A5
73-20
If the line key adjacent to LOP is pused, LOP GND1 discrete output status becomes GND1 0 The PHC1(3) commands a low probes heating level The WHC1 commands a low captain windshield heating level The CVR and DFDR are switched on NOTE : When LOP GND1 is simulated to 0 the horn will be inhibited incase of low avionic bay extract airflow. SIMULATION : LOP GND 2 To simulate OIL LOW PRESS & GND for the following systems through the MCDU : Blue / yellow main hydraulic pressure power warning indicating WHC2, PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2. When the line key adjacent to LOP LOP GND2 discrete output status becomes GND2 0. B (Y) ELEC PUMP LO PR warning message is no longer inhibited The PHC2 commands a low probes heating level The WHC2 commands a low windshield (F/O) heating level The 3DB1 and 3DB2 rain repellant valve opening is authorized NOTE : The LOP GND2 discrete is used to inhibit the Flight Control System test through the CFDS. Access to this menu is prohibited by the CFDS architecture as long as you work on the EIU DISCRETE OUTPUTS menu. SIMULATION : T/R INHIB To simulate the authorization of the T/R directional control valve solenoid closure (through the 14KS1(2) relay) through the MCDU. When the line key adjacent to T/R is pushed, T/R INHIB discrete output status INHIB becomes 1 and the 14KS1(2) inhibition relay is energized, authorizing the directional control valve solenoid energization
FRA US/T Kh
September99
Page: 134
A319/A320/A321
IAE V2530 A5
73-20
APU BST1 APU BST2
Figure 70
Discrete Outputs Simulation

Page: 135
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU CFDS DISCRETE OUTPUTS SIMULATION
SIMULATION : HP FUEL PN To simulate a HP FUEL VALVE 1(2) in open position through the MCDU. Push the line key adjacent to HPHP FUEL PN discrete output status FUEL PN becomes 1 and the zone controller 8HK will receive the HP FUEL VALVE 1(2) open condition. NOTE : The zone controller uses the HP fuel valve position to elaborate the bleed status on label 061 and sends it to the EEC through the EIU (label 030). The bleed status can only be modified by this input if the PRV opens (engine running). SIMULATION OF PACKS OFF To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent toPACKS OFF discrete output status. PACKS OFF becomes 1 and the PACK FLOW control valve closure solenoid is energized. NOTE : The PACK FLOW control valve 1(2) require a muscle air pressure to open. SIMULATION OF N2 > IDLE To simulate N2 > IDLE for the following systems : XCVR radio altimeter 25A Blue main hydraulic power WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE / DEPRESSURIZE A HYDRAULIC SYSTEM. Push the line key adjacent to N2 . N2 > IDLE DISCRETE OUTPUT becomes 1> IDLE The electric pump of the blue hydraulic system start and the blue hydraulic system is pressurized (approximately 3000PSI)
A319/A320/A321
IAE V2530 A5
73-20
NOTE : The N2 > IDLE discrete is used to inhibit the RAMP TEST of the RADIO ALTIMETER 1(2). Access to radio altimeter RAMP TEST menu is prohibited bythe CFDS architecture as long as you work on the EIU DISCRETE OUTPUTSmenu. SIMULATION OF TLA > MCT To simulate TLA > MCT for the following systems : AEVC, PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. Push the line key adjacent to TLA TLA > MCT discrete output status > MCT becomes 1 On the ECAM PRESS page check that the inlet and extract skin air valves close .
FRA US/T Kh
September99
Page: 136
A319/A320/A321
IAE V2530 A5
73-20
APU BST1 APU BST2
Figure 71
Discrete Outputs Simulation

Page: 137
ENGINE AIR AIR SYSTEMS GENERAL
A319/A320/A321
IAE V2530-A5
75-00
ATA 75
75-00
GENERAL
-
ENGINE AIR
SYSTEM PRESENTATION
FADEC Compressor and Clearance Control
General The engine compressor and clearance control system are provided with servo valves operated by fuel pressure, but the HP compressor handling bleed valves are operated by pneumatic pressure. The actuators have two feedback signals, one for channel A one for channel B, exept for the HP compressor handling bleed valves which do not have any position feedback. There is a cross-talk between the two channels, so that each channel knows the position sensed by the other channel. Compressor and Clearance Control LRUs - BSBV Master Actuator - Servo Valve - Feedback for EEC - BSBV Slave Actuator - Servo Valve - Feedback for EEC - VSV Actuator - Sevo Valve - Feedback for EEC - 7TH Stage Bleed Valves ( 3 ) - 7th Stage Solenoids ( 3 ) - 10th Stage Bleed Valve - 10th Stage Solenoid
Nacelle Compartement and Accessory Cooling Bearing Compartment Cooling and Sealing HP TurbineCooling HP / LP Turbine Clearance Control System ( ACC ) Ignition System Cooling ( REF, ATA 74 )
75-30 Compressor Control - LP Compressor Airflow Control System - HP Compressor Airflow Control System 75-40 Nacelle Temperature Indicating The external air system consits of the following subsystems: - Fuel control system air bleed - HP / LP turbine active clearance control - High energy igniter harness cooling air - Engine bleed air. The internal air system consits of : - Propulsion airflow ( secondary & primary flows ) - Bearing compartments pressurizing air - Cooling air
FRA US/T kh
September 99
Page: 138
ENGINE AIR AIR SYSTEMS GENERAL
A319/A320/A321
IAE V2530-A5
75-00
LOCATIONS
LOCATIONS
VSV
HPT AIR VALVE
LOCATIONS
ENGINE BLEED VALVE
ENGINE BLEED VALVE FAN AIR
HP Turbine Active Clearance
HPC BLEED VALVE (3x) HPC BLEED VALVE (1x) LPC BLEED
FAN AIR
ENGINE STABILITY BLEED PART LP Turbine Active Clearance
Figure 72
Air Systems Schematic

Page: 139
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00
ATA 74
GENERAL
IGNITION
IGNITION SYSTEM COMPONENTS
The system comprises: - one ignition relay box - two ignition exiter units - two igniter plugs - located in the combustion system adjacent to Nos 7&8 fuel spray nozzles. - two air cooled H.T. ignition connector leads (cooling is provided by fan air). Ignition relay box The ignition sytem utilises 115V AC supplied from the AC 115V normal and standby bus bars to the relay box. The 115V relays which are used to connect / isolate the supplies are located in the relay box and are controlled by signals from the EEC. NOTE:The same relay box also houses the relays which control the 115V AC supplies for P2/T2 probe heating. NOTE: According to M.E.L. the IGN. system A is required as minimum!
74-00 IGNITION SYSTEM PRESENTATION

System Operation - Dual ignition is automatically selected for: - all inflight starts - manual start attempts - continuous ignition Single alternate ignition is selected for ground auto starts. System Test The system can be checked on the ground, with the engine shutdown, through the CFDS maintenance menu.
FRA US/T Kh
September 99
Page: 140
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00
IGNITION RELAY BOX CH B CONNECTOR
CH A CONNECTOR P2/T2 HEATING CONNECTOR
IGNITION EXCITER 1 (A)
IGN A IGN B CONNECTOR

IGNITOR PLUG AIR INLET HOSE For Training Purposes Only COOLING JACKET
B
HIGH TENSION LEAD IGNITION EXCITER 2 (B)
Figure 73
FRA US/T Kh September 99
Ignition System Components

Page: 141
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00 IGNITION SYTEM TEST

Igniter Plug Test The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC. The test will be performed by selecting the corresponding IGNITOR TEST page in the MENU and positioning the MASTER control switch to ON to have the 115VAC power supply to the relevant engine.
FRA US/T Kh
September 99
Page: 142
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00
MASTER 1 ON ENG 1 OFF
CONTINIUOUE NEXT PAGE I
Figure 74
FADEC Ignition Test

Page: 143
IGNITION GENERAL IGNITOR TEST

Operational Test of the Ignition System with CFDS Each ignition system must be individually selected to be tested. For the test procedure, refer to AMM TASK 74-00-00-710-041
A319/A320/A321
IAE V2530-A5
74-00
NOTE: During the test,an aural check of the ignitor plug operation has to be done.
FRA US/T Kh
September 99
Page: 144
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00
THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 75
FADEC Ignition Test Cont.

Page: 145
IGNITION GENERAL IGNITION TEST WITHOUT CFDS

For the test procedure, refer to AMM TASK74-00-00-710-041-01 During the test,an aural check of the ignitor plug operation has to be done.
A319/A320/A321
IAE V2530-A5
74-00
WARNING: MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER VALVE INLET BEFORE YOU PUSH THE MAN START P/B. READ THE PRESSURE ON THE ECAM START PAGE.
FRA US/T Kh
September 99
Page: 146
IGNITION GENERAL
A319/A320/A321
IAE V2530-A5
74-00
1. CHECK AIR PRESSURE AT START VALVE -
2. MODE SELECTOR TO-
IGN/START
3. MAN START P/B TO-
ON
4. MASTER LEVER-
ON IGN A & B is ON
115VU
ON
ENG 1
NORM
OFF For Training Purposes Only
Figure 76
Ignition Test without CFDS

Page: 147
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
ATA 80
80-00
STARTING
GENERAL
STARTING SCHEMATIC
The starting system of the engine utilizes pressurized air to drive a turbine at high speed. This turbine drives the engine high pressure rotor through a reduction gear and the engine accessory drive system. The air which is necessary to drive the starter comes from : - either the APU - or the second engine - or a ground power unit. The starter supply is controlled by a starter shut-off valve (SOV) pneumatically operated and electrically controlled. In case of failure, the SOV can be operated by hand. The starter valve closes when the N2 speed reaches 43 %. The starter centrifugal clutch disengages when N2 speed is higher than 43%. Engine starting is controlled from the ENG start panel 115VU located on center pedestal and ENG/MAN START switch on the overhead panel. The starting sequence may be interrupted at any time by placing the MASTER control lever in OFF position which overrides the FADEC. When the MASTER control lever is in OFF position the HP fuel shut off valve is closed and the engine is stopped. Two procedures are applicable for engine starting : A. Normal Starting Procedure (automatic) The starting sequence is fully controlled by the FADEC and is selected when the ENG/MODE/CRANK/NORM/IGN START selector switch is in IGN/START position and the MASTER control lever in ON position. Start can be aborted on ground only by the FADEC in case of failure. B. Alternative Starting Procedure This sequence controlled by the pilot is as follows: - the ignition selector switch in IGN/START position and MAN START pushbutton switch command the starter shut-off valve, - the MASTER control lever controls the HP fuel shut-off valve. NOTE : No start abort by the FADEC in case of failure.
FRA US/T Kh
September 99
Page: 148
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
Figure 77
Starting System Schematic

Page: 149
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00 STARTING COMPONENTS

Starter Motor The pneumatic starter motor is mounted on the forward face of the external gearbox and provides the drive to rotate the H.P. compressor to a speed at which light up can occur. Attachment to the gearbox is done by a V-clamp adaptor. The starter motor is connected by ducting to the aircraft pneumatic system. The starter motor gears and bearings are lubricated by an integral lubrication system. Servicing features include:- oil level sight glass - oil fill plug - oil drain plug with magnetic chip detector Starter Motor - Operation The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor to the required speed for engine starting. The unit is mounted on the front face of the external gearbox. The starter, shown below, comprises a single stage turbine, a reduction gear train, a clutch and an output drive shaft - all housed within a case incorporating an air inlet and exhaust. Compressed air enters the starter, impinges on the turbine blades to rotate the turbine, and leaves through the air exhaust. The reduction gear train converts the high speed, low torque rotation of the turbine to low speed, high torque rotation of the gear train hub. The ratchet teeth of the gear hub engage the pawls of the output drive shaft to transmit drive to the external gearbox, which in turn accelerates the engine H.P. compressor rotor assembly. When the air supply to the starter is cut off, the pawls overrun the gear train hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P. turbine compressor assembly and, therefore, the external gearbox and starter output drive shaft continue to rotate. When the starter output drive shaft rotational speed increases above a predetermined r.p.m., centrifugal force overcomes the tension of the clutch leaf springs, allowing the pawls to be pulled clear of the gear hub ratchet teeth to disengage the output drive shaft from the turbine. FRA US/T Kh September 99 Page: 150 Starter Air Control Valve The starter air control valve is a pneumatically operated, electrically controlled shut-of f valve positioned on the lower right hand side of the L.P. compressor (fan) case. The start valve controls the air flow from the starter air duct to the starter motor. The start valve basically comprises a butterfly type valve housed in a cylindrical valve body with in-line flanged end connectors, an actuator, a solenoid valve and a pressure controller. A micro switch provides valve position feed back information to the FADEC.
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
STARTER VALVE
GEARBOX STARTER DUCT
STARTER FILL PLUG
SIGHT GLASS
DRAIN PLUG/CHIP DETECTOR
Figure 78
Starting Components
Page: 151
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00 STARTER AIR CONTROL VALVE

Description The start air control valve is a pneumatically operated , electrically controlled shut-of f valve positioned on the lower right hand side of the L.P. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0.375 inch square drive. Acces is through a panel in the R. H. fan cowl. A valve position indicator is provided on the valve body. A micro switch provides valve position feed back information to the FADEC. NOTE: Do not operate the valve manually without positive duct pressure. FAIL SAFE POSITION: SOV CLOSED
FRA US/T Kh
September 99
Page: 152
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
STARTER VALVE FILTER
MANUAL OVERRIDE
CL OP
STARTER VALVE STARTER VALVE
Figure 79
Starter Air Control Valve

Page: 153
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00 START AIR CONTROL VALVE TEST

Start Air Control Valve Test via CFDS The start air control valve operation may be tested via CFDS. Refer to AMM Task 80-13-51-710-040.
FRA US/T Kh
September 99
Page: 154
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
/FMU TEST
NOTE:RETURN NO FAULTS
RETURN FAULT DETECTED
OR
Figure 80
Starter Valve Test via CFDS

Page: 155
STARTING GENERAL START AIR CONTROL VALVE TEST ( FAULT DETECTED )
A319/A320/A321
IAE V2530-A5
80-00
AMM Starter Valve Test ata 80-13-51 p507
FRA US/T Kh
September 99
Page: 156
A319/A320/A321
IAE V2530-A5
STARTING GENERAL 80-00
/FMU TEST
RETURN FAULT DETECTED
Figure 81
Starter Valve Test via CFDS

Page: 157
FRA US/T Kh
September 99
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00 CRANKING-DESCRIPTION
Air Supply The air necessary for the starting comes from the duct connecting engine bleed and the precooler.. The air necessary for the starter is supplied by either: - the other engine through the crossbleed system - the APU and in that case, all the air bled from the APU is used for starting - an external source able to supply a pressure between 30 and 40 psig. Dry Cranking ( Test No 1 ) Requirement A dry motoring of the engine will be needed when: - it is necessary to eliminate any fuel accumulated in the combustion chamber - a leak ckeck of engine systems is needed. To perform this operation, the starter is engaged and the engine is motored but the HP fuel shut off valve remains closed and both ignition systems are OFF. An engine dry motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 minutes of continuous cranking, stop for a cooling period of 30 minutes.
FRA US/T Kh
September 99
Page: 158
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
PUSH ONE L/H BOOST PUMP P/B TO ON PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION
BOOST PUMP STARTS TO RUN LP FUEL SOV OPENS (ECAM WARNING)
ECAM ENG START PAGE APPEARS MIN. 30 PSI
CHECK STARTER AIR PRESSURE
PUSH MAN START PB TO ON MONITOR INDICATIONS
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
AFTER MAX. 2 MINUTES
RELEASE MAN START PB TO OFF

NORM
START VALVE CLOSES,ENGINE INDICATIONS -BACK TO 0 ECAM ENG START PAGE DISAPPEARS
PUT MODE SELECTOR TO NORM POSITION
PUSH C/B: HP FUEL SOV
LP FUEL SOV CLOSES
Figure 82
Dry Cranking Procedure

Page: 159
STARTING GENERAL WET CRANKING

Wet Cranking ( Test No 2 ) A wet motoring will be needed when the integrity of the fuel system has to be checked. If such a test is performed, both ignition systems are off ( also pull the circuit breakers) and the starter is engaged to raise N2 up to the required speed of 20%. The MASTER control switch is moved to ON and the exhaust nozzle of the engine carefully monitored to detect any trace of fuel. On the ECAM the FF indication shows approx. 180kg initial fuel flow. When the MASTER control switch will be returned to the OFF position to shut-off the fuel , also the starter valve closes . The EEC automatically reengages the starter at 10% N2 and the engine should be motored for at least 60 seconds to eliminate entrapped fuel or vapor. The motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 miutes of continuous cranking, stop for a cooling period of 30 minutes.
A319/A320/A321
IAE V2530-A5
80-00
FRA US/T Kh
September 99
Page: 160
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
PULL IGNITION SYSTEM C/BS (5) PUSH ONE L/H BOOST PUMP P/B TO ON DO NOT PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION BOOST PUMP STARTS TO RUN
ECAM ENG START PAGE APPEARS MIN. 30 PSI
CHECK STARTER AIR PRESSURE
PUSH MAN START PB TO ON MONITOR INDICATIONS
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
WHEN N2 SPEED IS >20% PUT ENG MASTER SWITCH TO ON FUEL FLOW INDICATION INCREASES
AFTER 10-20 SECONDS PUT ENG MASTER SWITCH TO OFF

NORM
FUEL FLOW INDICATION GOES TO 0 START VALVE CLOSES
WHEN N2 SPEED REACHES 10% THE EEC RE-ENGAGES THE STARTER AFTER 60 SECONDS MOTORING RELEASE MAN START PB TO OFF START VALVE CLOSES,ENGINE INDICATIONS -BACK TO 0 ECAM ENG START PAGE DISAPPEARS
PUT MODE SELECTOR TO NORM POSITION
Figure 83
Wet Cranking Procedure

Page: 161
STARTING GENERAL EEC AUTO START ABBORT
A319/A320/A321
IAE V2530-A5
80-00 AUTOMATIC START

The automatic start mode gives the EEC full control to automatically sequence the starter air valve, ignition relays and the fuel on / off torque motor. Upon receipt of the appropriate start command signals from the engine interface unit ( EIU ) , the EEC commands , in sequence: - the starter air valve - ignition exiter relay(s), - alternatively selected for each ground start - both selected for inflight or manual starts - fuel on function of the torque motor which opens the shutoff valve. During a normal start, the starter air valve and ignition exciter are automatically turned off by the EEC at a predetermined N2 speed of 43% Starter assist will be comanded by the EEC for inflight starts at low MACH numbers where windmilling conditions are insufficient for engine starting. (The EEC has input data necessary to activate starter assist function where necessary.) NOTE: In case a Auto Start is initiated and one thrust lever is not in idle position a ECAM warning is triggert. The start sequence will contiue and the engine will accelerate to the trust lever position.
The autostart procedure commences only when the engine is not running, the mode selector set to IGN/START and the master switch is ON. Intermittent mode selector position or manual start push button switch selection has no effect on autostart sequence once the autostart procedure is initiated. Switching the master switch OFF during an autostart will close the fuel and starter air valves and turn the ignition system off.It also resets the EEC. The automatic start abort function is only available when N2 speed is below 43% and in case of: - Start valve failure - Ignition failure - Pressure Raising Shut Off Valve failure - Hot start - Hung start - Surge - EGT >250 deg C when restart (max 2 min) - Loss of EGT NOTE: The oil pressure is not monitored during Auto Start ! The EEC automatically shuts off fuel, ignition, and starter air and provides the appropriate fault indication to the cockpit. (Auto Start Fault) Autostart fault messages will be displayed until approximately idle speed. The EECs ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions inflight. In case of an automatic start abort, the EEC re-opens the start valve when reaching 10% N2 for a 30 second dry motoring cycle to clear fuel vapor and to cool the engine. Then the operator has to select the Master switch to the OFF position by a command indicated on the ECAM page ( Master lever OFF ). The operator then has to decide to perform a new engine start or troubleshoot the system.
FRA US/T Kh
September 99
Page: 162
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
Panel 115 VU -T urn Mode Selector to IGNSTART Position ECAM ENG Start Page is displayed, the airpreessure ( HP-Connection or APU ) must be 30-40 psi. Panel 115 VU -T urn Mode Selector to NORM
NORM
ENG
NORM
Panel 115 VU -Set the ENG-MASTER switch to ON ( The Pack valves also Close ) On the ENG Start Page: - the starter valve symbole goes in line (open) After 50 seconds: -the A or B IGN indication comes in to view -the FUEL FLOW indication 180KG/H comes into view -the EGT rises (max. 20 sec. after FF).
ENG
NORM
Upper ECAM -MONIT OR: EPR, N1, N2, EGT, FF
-at 43% N2 the starter valve symbole must go to cross line (closed) - IGN OFF -Check Oil Pressure min. 60psi. -record the start EGT (R/U sheet)
Figure 84
Automatic Start Procedure

Page: 163
STARTING GENERAL MANUAL START

The engine manual start panel, used for manual start, is located on the overhead panel and is composed of two manual start push button switches (one per engine). The manual start mode limits the authority of the EEC so that the pilot can sequence the starter, ignition and fuel on/off manually. This includes the ability to dry crank or wet crank. During manual Start operation, the EEC Auto Startabort feature is not available and conventional monitoring of the start parameters is required. The EEC continues to provide fault indications to the cockpit. The manual start procedure commences when the mode selector is set to: IGN/START, the manual start push button switch is set to ON and the master switch is OFF. The starter air valve is then commanded open by the EEC. When the master switch is turned ON ( at 22% N2 ) during a manual start, both ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H). Intermittent mode selector position has no effect on the manual start sequence once the manual start procedure is initiated. The starter air valve can be closed by selecting the manual start push button switch OFF at any time prior to turning the master switch ON. Once the master switch is turned ON, the manual start push button switch has no effect on the start. When the master switch is turned OFF, the control commands the HP fuel valve closed, the starter air valve closed and the ignitors off and the EEC is resetted..
A319/A320/A321
IAE V2530-A5
80-00
FRA US/T Kh
September 99
Page: 164
STARTING GENERAL
A319/A320/A321
IAE V2530-A5
80-00
Panel 115 VU - Turn MODE Selector to IGN / START Position ECAM ENG START Page is displayed, the airpressure ( HP - Connection or APU ) must be 30 - 40 psi Panel 122 VU - Turn MODE Selector to NORM
ENG
NORM
NORM
Panel 122 VU -Push the MAN START PB
- the blue ON lght of this PB comes on. On the ENG Start Page : -the starter valve symbole goes in line (open). (-P ACK VALVES closed ) -N2, Oilpressure and N1 must increase
Panel 122 VU -release the MAN START PB
Panel 115 VU -at 22% N2: set the ENG MASTER switch to ON For Training Purposes Only -A and B indication comes in to view below IGN -FUEL FLOW indication 180KG/H -EGT rise (max. 20 sec. after FF )
NORM
ENG
-at43% N2 the starter valve symbole must go to cross line (closed) - IGN OFF -Check Oil Pressure min. 60psi. -record the start EGT (R/U sheet)
Figure 85
Manual Start Procedure

Page: 165
Exhaust Reverser System
A319/A320/A321
IAE V2530-A5
78-30
ATA 78
78-00
EXHAUST
REVERSER SYSTEM
INTRODUCTION
Description The thrust reverser comprises a fixed inner and a movable outer ( translating ) assembly. The translating cowl is moved by four hydraulically operated actuators which are pressurized by the pumps mounted on each engine.. The air is discharged through cacades. The reverser is controlled through the FADEC system from the cockpit by a lever hinged to the corresponding throttle control leverThe thrust reverser system comprises: - a hydraulic control unit (HCU) - four actuators with internal lock for lower actuators - three flexible shafts - two linear variable differential transformers located on each upper ac tuator - two proximity switches located on each lower actuator - two thrust reverser cowls comprising a fixed structure and 2 translating sleeves latched together.
Page: Page: 166
A319/A320/A321
IAE V2530-A5
78-30
DRAG LINK
Figure 86
Thrust Reverser stowed / deployed

Page: Page: 167
A319/A320/A321
IAE V2530-A5
78-30 THRUST REVERSER SYSTEM DESCRIPTION

General The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser hydraulic control unit. Thrust Reverser Deployment Thrust reverser deployment is initiated by rearward movement of the reverser lever which inputs a signal, via a dual resolver, to the EEC. The EEC supplies a 28 volt signal to the isolation valve and directional control valve solenoids mounted in the HCU. The supply of the signal to the directional control valve solenoid is also dependent if aircraft is on ground (weight onwheels) and upon the closure of the aircraft permission switch ( T/R inhibition relay) in that line. This switch is closed by the Throttle Lever Angle signal via the spoiler/elevator computer and the Engine Interface Unit energization of the isolation valve solenoid and the directional control valve solenoid allows hydraulic pressure into the system .This event being relayed to the EEC by the pressure switch mounted in the HCU. Pressure in the lower actuators releases the locks and these events are signalled to the EEC by the Proximity Switches (lock sensors). As the pistons move rearward to deploy the reverser, the Linear Variable Differential Transformer (LVDT) on the upper actuators monitors the movement and informs the EEC when the translating sleeve is fully deployed, the Proximity Switches and LVDTs remain active and the isolation valve remains energized. Thrust Reverser Stowage Stowage of reverser is initiated by forward movement of the piggyback levers which signal this intent to the EEC. The signal to the directional control valve solenoid is then cancelled by the EEC and permission switch, allowing pressure to remain only in the stow side of the actuators. The pistons then move forward until stowing is complete and the lower actuator locks are engaged after which the isolation valve solenoid is de-energized and the reverser is locked in the forward thrust mode. NOTE : During normal reverser operation the isolation valve remains energized for a period of five seconds after the LVDTs have registered fully stowed to ensure full lock engagement and completion of the stow cycle. Inadvertent Stowage/Deployment In either case the LVDT sensors would detect a movement the EEC would execute auto-restow or auto-redeploy. This occurs when the LVDTs sense uncommanded movement greater than 10% of actuator full travel. When auto-restow is initiated the EEC signals the isolation valve to open. Pressure is returned to the system and with the directional control valve in its stow position the reverser is returned to its stowed condition. Following auto-restow the isolation valve would remain energized for the remainder of the flight. If the reverser travel exceeds 15% of its travel from the fully stowed position then the EEC will command idle. Following restow, full power is again obtainable. When auto redeploy is initiated to counteract inadvertent stow, the EEC will command the isolation valve to close and maintain it closed until forward thrust has been reselected. This action will prevent further movement in the stow direction by virtue of the large aerodynamic loads on the translating sleeves which will normally be sufficient to deploy the reverser. If the reverser travel exceeds 22% of its travel from the fully deployed position then the EEC will command idle power. T/R components monitored by CFDS The following components are monitored by the CFDS: - HYDRAULIC CONTROL UNIT (HCU) - STOW SWITCH LOWER ACTUATOR R/H - STOW SWITCH - LOWER ACTUATOR L/H - LVDT -THRUST REV UPPER ACTUATOR R/H ( DEPLOY ) - LVDT - THRUST REV UPPER ACTUATOR L/H ( DEPLOY ) THRUST REVERSER INDEPENDENT LOCKING SYSTEM General **ON A/C 116-199, An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit.
Page: Page: 168
A319/A320/A321
IAE V2530-A5
78-30
STATIC RELAY
EIU 1/ 2
SEC 1
OR
SEC 2 (3 )
CFDIU
DMC
1,2 1,4 1,6 1 REV
EPR
1,2 1,4 1,6 1 REV 1,010
LGCIU 1/2
MCDU T/R TEST
FWC
1,009
(WOW)
MAIN LANDING GEARS1&2
T/R POSITION CHANNEL A
T/R POSITION CHANNEL B
E.E.C.
THRUST LEVER
N2 >50%
CHANNEL A CHANNEL B PRESS SW

SOV F
SUPPLY HCU T/R
TLA RESOLVERS POTENTIOMETERS
AND CHANNEL B CHANNEL A
HYDRAULIC RETURN INHIBITION RELAY
DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL
Figure 87
Reverser System Schematic

Page: Page: 169
A319/A320/A321
IAE V2530-A5
78-30 THRUST REVERSER HYDRAULIC SUPPLY

Thrust Reverser Operation The thrust reverser is oprated by aicraft hydraulic pressure. The reverser hydraulic control unit ( HCU ) directs hydraulic pressure to the actuators. The EEC controls the HCU and the reverser operation.
THRUST REVERSER MANUAL DEPLOYMENT

Non Return Valve ( By-pass ). During manual deployment the non return valve must be set in the bypass position to allow the hydraulic from the actuators to go back to return. Acces to the non return valve is gained by removing the pylon acces panel on the left hand side..
Page: Page: 170
A319/A320/A321
IAE V2530-A5
78-30
NON RETURN VALVE
Figure 88
Reverser Hydraulic Supply

Page: Page: 171
A319/A320/A321
IAE V2530-A5
78-30 THRUST REVERSER INDEPENDENT LOCKING SYSTEM **ON A/C 116-199,

General An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit. Component Location The SOV and the filter are located under the pylon. (Ref. Fig. 001) COMPONENT DESCRIPTION Shut-Off Valve The thrust reverser Shut-Off Valve (SOV) is a 3 port, two position spool valve. It is controlled by a solenoid driven 3 port, two position normally open pilot valve. Electrical power is supplied to the SOV through the fan electrical feeder box. Filter and Clogging Indicator It is used to filter the fluid from the aircraft hydraulic system. The filter is a flowthrough cartridge-type filter. The clogging indicatormonitors the pressure loss through the filter cartridge and has a pop-out indicator to signal when it is necessary to replace the filter element. Two spring-loaded magnetic pistons keep the pop out indicator in retracted position. The lower magnetic piston monitors the differential between the filtered and unfiltered fluid pressure across the filter element. As the differential pressure increases, the piston compresses its spring and moves away from the upper magnetic piston. At a preset displacement of approximately 2 mm, the upper magnetic piston spring overcomes the magnetic force and drives the pop-out indicator from its retracted position.The filter assembly contains a check valve to permit the removal of the canister and the change of the filter element with a minimum of spillage.
LOCTION
Page: Page: 172
A319/A320/A321
IAE V2530-A5
78-30
Figure 89
T/R Independent Locking System (**On A/C 116-199)

Page: Page: 173
A319/A320/A321
IAE V2530-A5
78-30 HYDRAULIC ACTUATION SYS. COMP.

Hydraulic Actuators The actuator base is attached to a torque ring and the end of the piston is attached to the translating sleeve. As hydraulic pressure builds up in the actuator, the piston extends. This moves the translating sleeve aft to the deploy position. In the retract mode,the piston retracts which moves the translating back to the stow position. The Upper actuators ( 2 ) have internal LVDT. The Lower actuators ( 2 ) have a manual unlocking handle and proximity switches.
FLEXSHAFT INSTALLATION
Syncronization System Flexible Shafts Three flexible shafts connect the four actuators together to synchronize the speed with which the actuators operate and the T/R sleves on each side of the engine . This synchronization keeps the top and bottom of the sleeve traveling at the same rate so the sleeve will not tilt and jam. The synchronization also keeps the two translating sleeves moving together so reverse pressure in the secondary air flow is equal on both sides of the engine. The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The shaft engages a worm gear at the base of the actuator that translates the turning action of the actuator piston as it moves out or in. A cross-over shaft connects the two upper actuators. Another shaft connects the upper and lower actuators on each side.
Page: Page: 174
A319/A320/A321
IAE V2530-A5
78-30
MANUAL DRIVE
Figure 90
Flexible Drive Shafts

Page: Page: 175
A319/A320/A321
IAE V2530-A5
78-30 THRUST REVERSER MANUAL DEPLOY / STOW

Manual Deploy/stow The thrust reverser may be deployed/stowed manually for maintenance - troubleshooting operations. The procedure is summarised below, the full procedure, warnings and cautions may be found in the MM ATA 78-30. - open and tag the CBs listed in the MM. - open the L. and R. hand fan cowls. - move the thrust reverser hydraulic control unit de-activation lever to the deactivated position and insert the lockout pin. - disengage the locks on the two locking actuators. Insert pins to ensure locks remain disengaged. - position the non return valve in the bypass position ( deploy only-not necessary for stow operation ). - insert 3/8 inch square drive speed brace into external socket, push to engage drive and rotate speed brace to extend/retract translating cowl as required. - NOTE: do not exceed max. indicated torque loading.
Page: Page: 176
A319/A320/A321
IAE V2530-A5
78-30
NON RETURN VALVE
Figure 91
Reverser Manual Operation

Page: Page: 177
A319/A320/A321
IAE V2530-A5
78-30 THRUST REVERSER DEACTIVATION

De-activation The procedure is summarised below, the full procedure is described in the MM 78-30-00 P.407. - if the thrust reverser is deployed,it has to be stowed manually. - install the lock out pin in the de-activation lever of the hydraulic control unit. - remove the translating cowl de-activation pins (2) from their stowage and insert them in the de-activation position. T / R Lockout pin installation NOTE: When fully inserted in the de-activation position the pins will protude approx. 0.8 to provide visual indication of lock out.
Page: Page: 178
A319/A320/A321
IAE V2530-A5
78-30
Figure 92
T/R Deactivation
Page: Page: 179
A319/A320/A321
IAE V2530-A5
78-30 FADEC CFDS REVERSER TEST

Reverser Testing via MCDU Via MCDU it is possible to operate the reverser on ground with engines OFFto make sure the system operation is o.k. For the TEST refer to: MM Task 78-31-00-710-41 Operational Test of the Thrust Reverser System wth the CFDS. Description For the test hydraulic power must be switched on depending which reverser system will be tested.( Green ENG 1, Yellow END 2 ). All the test steps are written on the MCDU.If the test is active the REV UNSTOW warning appears on the engine warning display. Movement of the throttle into the reverse idle position will deploy the reverser.Returning the throttle to the FWD idle position will restow the reverser. During the test also the REV indication in the EPR indicator must be checked. The actual position of the T/R is also indicated on the MCDU .
CAUTION:
Make sure the travel ranges of the thrust reversers are clear. For saftey reasons the Test time duration is limited to 60 sec.
Page: Page: 180
A319/A320/A321
IAE V2530-A5
78-30
Figure 93
FADEC T/R Test (NO FAULT)

Page: Page: 181
Exhaust Reverser System FADEC T/R TEST ( FAULT DETECTED )
A319/A320/A321
IAE V2530-A5
78-30
Page: Page: 182
A319/A320/A321
IAE V2530-A5
78-30
Figure 94
FADEC T/R Test (FAULT DETECTED)

Page: Page: 183
Exhaust Reverser System FADEC T/R TEST ( NOT O.K. )

For saftey reasons the time for the test is limited.
A319/A320/A321
IAE V2530-A5
78-30
Note: If the Test procedure is not performed within 15 seconds (moving the Throttle Lever to reverse ) the test will be interrupted and a new Test must be initiated. Note: The duration of the complete T/R operational Test (opening & closing ) is limited to 60 seconds. If this time is exceeded the test will be interrupted and a new Test must be initiated.
Page: Page: 184
A319/A320/A321
IAE V2530-A5
78-30
NO THRUST LEVER MOVEMENT TO REV. WITHIN THE TIMELIMIT
Figure 95
FADEC T/R Test (NOT O.K.)

Page: Page: 185
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530-A5
30-20
ATA 30
30-20
ICE AND RAIN PROTECTION

ENG. AIR INTAKE ICE PROTETION
SYSTEM CONTROL
ON - (PB-Switch In, Blue) The ON light comes on in blue. (valve solenoid deenergized) . ENG ANTI ICE ON is indicated on the ECAM MEMO page. When the anti ice valve is open (valve position sw. NOT CLOSED), the zone controller sends a signal to the FADEC (ECS signal), this will: - Modulate the Idle speed to Min.PS3 Schedule Demand for both engines. - Switch the Cont. Ignition- ON (via EIU/EEC). OFF - (PB-Switch Out) Anti ice system is OFF (valve solenoid energized). FAULT - (PB Switch In, Amber) Fault light illuminates amber when valve not fully open. FAULT - (PB-Switch Out, Amber) Fault light illuminates amber. The ECAM is activated - Single chime sounds - MASTER CAUT light ON - Warning message: - ANTI ICE ENG 1 (2) VALVE CLSD - ANTI ICE ENG 1 (2) VALVE OPEN.
SYSTEM DESCRIPTION
Engine Air Intake Anti-Ice Air source The air bled from the 7th stage of the high compressor is the heat source. A solenoid-operated shutoff valve (which is designed to fail to the open position) provides the on-off control. The piccolo tube distributes the air whithin the leading edge of the intake cowl. The spent air exhausts via a flush duct in the aft cavity of the intake cowl. Valve For each Engine, hot bleed air is ducted via an ON/OFF valve. The valve is pneumatically operated,electrically controlled and spring loaded closed. Upon energization of the solenoid, the valve will close. In case of loss of electrical power supply and pneumatic air supply available, the valve will open. S It has a Manual Override and Lock. It can be blocked in the OPEN or in the CLOSED position. Control For each engine, theON/OFF valve is controlled by a pushbutton. Continuos ignition (A/B) is automaticaly activated on both engines when the valve is opened. The FAULT light comes on during transit or in case of abnormal operation. When the anti-ice valve is open, the zone controller determines the bleed air demand for the Full Authority Digital Engine Control (FADEC) system. ECAM Page If at least one of the two engine air intake anti-ice systems is selected ON, a message appears in GREEN on the ECAM MEMO display.
FRA US/T Kh
September 99
Page: 186
A319/A320/A321
IAE V2530-A5
30-20
FADEC OPEN POSITION SIGNAL
CABIN ZONE CONTROLLER
Figure 96
Engine Nacelle A/I Architecture

Page: 187
A319/A320/A321
IAE V2530-A5
30-20 SYSTEM CONTROL SCHEMATIC
FRA US/T Kh
September 99
Page: 188
A319/A320/A321
IAE V2530-A5
30-20
( ZONE CONT.)
( EIU )
Figure 97
Control Schematic
Page: 189
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION ANTI-ICE VALVE DEACTIVATION
refer to MEL.ATA 30.
A319/A320/A321
IAE V2530-A5
30-20 ENGINE ANTI ICE DUCT AND VALVE
Procedure - Lock the intake anti-ice valve (1) in the open or the closed position - Remove the lock-pin (4) from the transportation hole (5) in the valve (1). - Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed). - Hold the valve in the necessary position and install the lock-pin (4) in to the valve locking hole (3).
FRA US/T Kh
September 99
Page: 190
A319/A320/A321
IAE V2530-A5
30-20
ANTI-ICE DUCT
1 ANTI-ICE VALVE
2 NUT
5 TRANSPORTATIONHOLE
3 VALVE LOCKINGHOLE
4 LOCK PIN
Figure 98
Engine Anti-Ice Duct and Valve

Page: 191

Training Manual A 319/320/321: ATA 71-80 Engine IAE V2500 ATA 30-20 Intake Ice Protection

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Training Manual A 319/320/321: ATA 71-80 Engine IAE V2500 ATA 30-20 Intake Ice Protection

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Training Manual A 319/320/321 ATA 71-80 Engine IAE V2500 ATA 30-20 Intake Ice Protection Level 2

A319/20/21 71-80 IAE L2

Lufthansa Technical Training GmbH Lufthansa Base

Issue: October 99 For Training Purposes Only Lufthansa 1995

Lufthansa Technical Training GmbH

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . .

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . .

ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 122

77-20 77-10 77-10

ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 138

ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 186

ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

Lufthansa Technical Training

POWER PLANT INTRODUCTION

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION

71-00 ENGINE MARK NUMBERS

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION ENGINE MARK NUMBERS

MARK NUMBER V2500 - A1 V2530 - A5

AIRCRAFT A320 - 200 A321 - 100 A320 - 200 A320 - 200 MD - 90 - 40 MD - 90 - 30 MD - 90 - 10

V2525 - A5 V2527 - A5 V2528 - D5 V2525 - D5 V2522 - D5

Lufthansa Technical Training

POWER PLANT INTRODUCTION INTRODUCTION

Lufthansa Technical Training

POWER PLANT INTRODUCTION

For Training Purposes Only

V2500 Propulsion Unit

Lufthansa Technical Training

ENGINE HAZARD AREAS

ENGINE HAZARD AREAS

For Training Purposes Only

Lufthansa Technical Training

ENGINE HAZARD AREAS

For Training Purposes Only

INLET SUCTION DANGER AREA

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS

Engine Hazard Areas

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

ENGINE FUEL AND CONTROL

FADEC GENERAL FADEC = Full Authority Digital Engine Control.

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

IDG (EGT) P2/T2 HEATER

ANALOG & DISCRETE SIGNALS

For Training Purposes Only

HDL BLEED VLVs

HPT COOL. VLV

FUEL PRESS & COMMAND SIGNAL FUEL METERING UNIT (FMU)

FOR ENGINE TREND MONITORING

T/R REVERSER Stow / Deploy Command

FADEC Presentation IAE V2500

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

73-20 ENGINE CONTROL P/BS AND SWITCHES

N1 MODE P/B Position ON : - switches EEC from EPR Mode to N1 Mode